WO2024256427A1 - Dispositif équipé d'une unité d'entraînement et procédé - Google Patents

Dispositif équipé d'une unité d'entraînement et procédé Download PDF

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Publication number
WO2024256427A1
WO2024256427A1 PCT/EP2024/066155 EP2024066155W WO2024256427A1 WO 2024256427 A1 WO2024256427 A1 WO 2024256427A1 EP 2024066155 W EP2024066155 W EP 2024066155W WO 2024256427 A1 WO2024256427 A1 WO 2024256427A1
Authority
WO
WIPO (PCT)
Prior art keywords
friction brake
drive part
state
drive
friction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2024/066155
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German (de)
English (en)
Inventor
Thomas Rother
Tim Meyer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tox Pressotechnik GmbH and Co KG
Original Assignee
Tox Pressotechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tox Pressotechnik GmbH and Co KG filed Critical Tox Pressotechnik GmbH and Co KG
Publication of WO2024256427A1 publication Critical patent/WO2024256427A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/003—Position, angle or speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/006—Arrangements for monitoring working conditions, e.g. wear, temperature without direct measurement of the quantity monitored, e.g. wear or temperature calculated form force and duration of braking

Definitions

  • a drive unit is used to drive a movable drive part of the device or machine.
  • the movable drive part can be driven linearly or in a rotating manner, for example continuously driven.
  • Drive motors for example, are regularly used as a drive.
  • braking devices are used to brake the moving drive part or the units driven by it in order to ensure safe operation of the device.
  • switchable friction brakes are used to brake the driven, moving drive part by means of friction between friction partners that are at least partially part of the friction brake.
  • the friction brake can be designed to hold the drive part stationary in a static state.
  • the object of the present invention is to improve a device as described above with regard to the safe To improve operational management.
  • compliance with specifications or defined standards regarding the functional testing of brakes such as friction brakes should be improved.
  • control device and the sensor means are designed such that over a predetermined measuring interval, which lies within a range in which the drive part is in the slipping state, several sensor measured values can be recorded for a predetermined measuring parameter, each with a time offset, wherein the measuring parameter is compared with a braking torque of the friction brake acting on the driven drive part during the measuring interval.
  • Slipping condition is correlated in order to determine a braking effect of the friction brake on the drive part in an actual state of the friction brake on the basis of the several sensor measured values of the same measuring parameter.
  • the current braking function or the actual state of the friction brake with regard to the braking effect can be assessed effectively and safely.
  • a reliable brake test is guaranteed by the Technical Committee “Machine Tools” and the Technical Committee “Machine Tools Safety” taking into account EN ISO 16092-2: 2020.
  • the friction brake is subjected to a dynamic braking torque measurement.
  • the brake test is carried out by comparing a cyclically measured actual value with an actual value measured previously.
  • the previously measured actual value correlates with a new state of the friction brake.
  • the previously measured actual value is used as the target value.
  • parameters that can be specified during the measurement such as operating parameters of the device, e.g. parameters of the drive unit such as motor parameters of an electric drive forming the drive unit, are used for the measurement with regard to the actual state of the friction brake.
  • the motor parameters "actual current" in amperes (A) and/or the torque constant Kt in Newton meters per ampere (Nm/A) is recorded or measured and further processed.
  • the motor torque correlates with the braking torque of the friction brake.
  • the friction brake comprises a spring arrangement, for example a mechanical spring arrangement with a mechanical spring.
  • the friction brake comprises a spring arrangement for providing a braking effect and/or for providing .
  • the friction brake is spring-assisted.
  • the friction brake is spring-operated.
  • the switchable friction brake can be operated or activated by a mechanical spring.
  • the effect of the friction brake can be switched on and off by the mechanical spring.
  • the friction brake comprises two adjacent, e.g. opposite, friction partners that are movable relative to one another.
  • one friction partner is assigned to the friction brake and another friction partner is assigned to an element to be driven, for example the drive part.
  • a measurement interval lies within a time range in which the drive part is in the slipping state.
  • all measurements for recording the sensor values lie within the slipping state.
  • an end to the slipping state can be detected and/or determined mathematically when a measured limit value is reached, e.g. a measured limit value of the braking torque.
  • the measuring interval is defined by a measuring path that the drive part travels in the slipping state.
  • the measuring path refers to a path, such as a movement distance, that the drive part travels in the slipping state.
  • the Measuring path can be measured as a path covered in the measuring time by a part of the device which is motion-coupled to the drive part.
  • the measuring path is a path of the moving drive part in the slipping state, e.g. a linear path that the linearly moving drive part or a part coupled to it travels.
  • the measuring path is in the millimeter range or in the range of a fraction of a millimeter.
  • the friction brake of the device refers to any type of all possible types of friction brakes.
  • the friction brake of the device is a spring-operated brake or a spring-operated friction brake.
  • a friction brake is described in the standard EN ISO 16092- 2:2020. This standard is aimed, for example, at safety brakes.
  • the friction brake goes into an unactuated or non-braking state when energy is supplied, e.g. by supplying a magnetic force or electrical energy.
  • the friction brake falls back into a spring-actuated state when it is switched off or when the energy fails, as is the case with a safety brake.
  • the friction brake is a rest brake, which develops a braking effect without the supply of energy, only through spring force.
  • the friction brake is an energy-operated brake that goes into the actuated state or into the braking state by supplying energy, e.g. by supplying a magnetic force or electrical energy.
  • the friction brake falls into the unactuated state. state.
  • a friction brake such as a working brake, only brakes when energy is supplied, e.g. only when electrical energy is supplied or only when a magnetic force is acting, e.g. an electromagnetic force from an electromagnet.
  • the measuring path is a path along a circular path or a rotational path in the slipping state, for example determinable by an angular degree value.
  • the measuring path is a path of a rotary movement of the drive part or of a part of the device that is coupled in motion to the drive part or of another component outside the device that is coupled in motion to the drive part and rotates or moves linearly or along a motion curve.
  • the measuring path is a fraction of a complete rotary movement of 360 degrees, for example in the range of a few degrees.
  • the measuring path is between zero and 360 degrees within exactly one revolution of the drive part.
  • the recording of the multiple sensor measured values takes place within a rotary movement of the drive part of 360 degrees or within exactly one complete revolution of the drive part.
  • the measuring interval is defined by a measuring time that lies within a period of time in which the drive part is in the slipping state.
  • the measuring time is in the second range, for example in the range of one second or in the range of two seconds.
  • the measuring time is in the range of a fraction of a second, for example in the tenth of a millimeter range or in the range of a few hundredths of a second, or for example, the measuring time is in the millisecond range.
  • the measuring time is in the second range, for example in the range of one second or in the range of up to two seconds.
  • a start measurement time of the measurement interval and/or an end measurement time of the measurement interval can be specified in a defined manner. For example, several start measurement times and corresponding end measurement times can be specified for a measured value, for example for several or for all of the several recorded measured values.
  • control device and the sensor means are designed to determine a start time of the slipping state of the drive part, wherein the determination of the braking effect of the friction brake only takes place after the start time of the slipping state of the drive part and after the expiry of a first temporal phase of the slipping state of the drive part following the start time.
  • the slipping state is divided into several temporal phases, comprising at least a first temporal phase and a last temporal phase.
  • the start time of the first measurement interval is after the end of the first temporal phase of the slipping state or after a start-up phase.
  • a non-representative e.g. abruptly changing or discontinuous friction behavior of the friction partners is expressed.
  • the effect of an initial slipping behavior of the drive part from the resting state e.g. a start-up behavior of the drive part in the start-up phase, on the recording of the sensor measured values is excluded.
  • the start-up phase regularly has a distorting effect on a measurement result or is regularly not representative for the evaluation of the braking effect of the friction brake.
  • a slipping behavior of the drive part from the resting state in an initial temporal phase of the slipping state is not meaningful for the assessment of the actual state of the braking effect.
  • the friction brake For example, a distortion of the assessment of the braking effect of the friction brake is avoided.
  • the friction brake or the drive part behaves evenly and not abruptly or discontinuously.
  • sensor measured values are recorded, such as the determination of the gradient of the braking torque or a parameter that correlates with the braking torque.
  • recorded sensor measurements for the respective different temporal phases of the slipping state of the drive part are only taken into account for the measurement at a time offset from the start of the slipping state.
  • the time offset from the start of the slipping state to the start of the measurement of a first sensor measurement value or the length of the first temporal phase of the slipping state or the start-up phase is, for example, a few milliseconds or a few hundredths of a second or a few tenths of a second.
  • the change in the braking torque of the friction brake or a correlated parameter is evaluated over time.
  • a limit value analysis is carried out. For example, from the beginning of the slipping state, a slope of the braking torque curve or a parameter correlated with it is recorded, approaching zero. With the When the zero gradient or the gradient of the braking torque curve is determined to be approaching zero, the recording of sensor measured values or a first sensor measured value begins, followed by the recording of further sensor measured values.
  • the sensor measurement values are recorded as soon as the gradient of the braking torque curve falls below a predefined threshold value or when the gradient of the braking torque curve reaches "zero".
  • the measuring interval for recording the sensor measurement values then begins.
  • a start-up peak of the slipping state e.g. with a briefly higher detectable braking torque, is not taken into account for the measurement and therefore does not have a distorting effect.
  • the slipping state is divided into a plurality of time phases, e.g. into a plurality of three or more than three time phases, for example 4 to 20 or more than 20 time phases.
  • all time phases of the slipping state have the same time duration, or the plurality of time phases all have a different time duration, or the plurality of time phases have two or more phases with the same time duration and two or more phases with the same time duration.
  • control device and the sensor means are designed in such a way that the number of temporally offset multiple sensor measurement values can be specified.
  • the number of temporally offset multiple sensor readings is two or more than two temporally offset sensor readings are recorded in the measuring interval.
  • the number of sensor measurements in a corresponding measurement interval is > 2, > 10, > 20, > 30, > 40, > 50, > 60, > 70, > 80, > 90 or > 100 sensor measurements.
  • exactly 100 sensor measurements or exactly 120 measurements or ⁇ 500 sensor measurements are recorded in one measurement interval.
  • the multiple sensor measurements are recorded with the same time interval between each other, e.g. with a time interval between the sensor measurements of 20 milliseconds or 20 mS, of 40 mS or of more than 40 mS.
  • the measuring interval lies within a range within which the rotating drive part completes one revolution.
  • the measuring interval corresponds to a rotation time of the drive part, within which the drive part completes one or exactly one revolution or exactly 360 angular degrees.
  • the measuring interval corresponds to a rotation time of the drive part, within which the drive part covers a distance that is smaller than the distance that the drive part covers when the drive part completes one rotation of 360 angular degrees around its axis of rotation, or smaller than, for example, 300 angular degrees or smaller than, for example, 200 angular degrees or smaller than, for example, 180 angular degrees.
  • the control device and the sensor means are designed in such a way that when the friction brake is actuated before the measuring interval, the friction brake is in a predeterminable conditioning state.
  • actuating the friction brake involves switching or turning the friction brake on and then releasing it again. After it is released or turned on, the drive part experiences no friction brake resistance and could, for example, move under power.
  • this allows a comparable state of the friction brake for all measurements taken before the start of the actual measurement is achieved, namely the conditioning state of the friction brake.
  • the conditioning state of the friction brake always ensures an identical or comparable initial state immediately before the start of the measurement.
  • the same or at least essentially identical conditioning state can be achieved regardless of the respective state of the friction brake before the conditioning state or before activation for all different states before the start of the recording of sensor measured values. For example, this makes the findings gained from the sensor measured values easier and more meaningful to compare with one another.
  • the torque or counter-braking torque derived from the motor current used serves as a basis for assessing the current braking effect or the maximum braking torque of the friction brake that can currently be provided. For example, it is possible to indirectly calculate the current braking torque of the friction brake provided by the friction brake from the recorded motor current that the electric motor uses.
  • a processing instruction for processing the multiple sensor measurement values is stored in the control device in order to determine the braking effect of the friction brake in an actual state of the friction brake.
  • the processing instruction includes an algorithm and/or, for example, computer software.
  • the processing rule includes a mathematical and/or a statistical processing rule.
  • sensor measurement values recorded by the sensor devices are subjected to mathematical processing or evaluation.
  • the processing instruction is used to create a calculated value of the measurement parameter, for example by averaging based on several individual sensor measurement values.
  • the processing specification includes different mathematical methods for processing the sensor measurements.
  • the processing rule is used to calculate an arithmetic, geometric and/or a root mean value based on the determined sensor measurements.
  • the processing rule includes a weighted averaging process.
  • the processing rule works according to the polynomial method or another mathematical method to form a representative value from several different individual values such as the sensor measurements.
  • time triggering is carried out.
  • mathematical functions are used to detect gradients, based on the time course of the braking torque when the friction brake is slipping.
  • the processing specification includes a mathematical derivation of the measured value function or simple gradient detection, whereby the function is formed on the basis of the recorded sensor measured values.
  • the invention also relates to a method for determining a braking effect of a friction brake of a device according to one of the embodiments described above.
  • the moving drive part can be braked with the friction brake by friction between friction partners and/or can be held stationary in a static state of the drive part
  • the device comprises sensor means and a control device for operating the device, wherein the control device processes a sensor measured value of a measurement parameter that can be detected by the sensor means, and wherein, when the friction brake is in braking effect and starting from the static state of the drive part, an increase in a drive dimension of the drive unit takes place against the effect of the friction brake in braking effect until, due to the effective drive dimension, the drive part moves from the static state into a slipping state of the moving drive part that is subsequent to the static state, wherein in the slipping state of the drive part a braking torque of the friction brake on the driven movement of the drive part is maintained.
  • the braking effect of the friction brake is determined on the basis of sensor measurements that represent or determine the braking torque of the friction brake.
  • the braking effect of the friction brake is determined on the basis of a recording of sensor measurements which determine a drive dimension of the drive unit during the slipping state of the drive part.
  • a drive dimension of the drive unit during the slipping state of the drive part is characterized by the acceleration of the drive part and/or the speed of the drive part and/or the absolute path or the absolute angle of rotation of the drive part.
  • sensor measurements are recorded to determine the actual state of the friction brake when, in relation to the drive part of the drive unit, the acceleration of the drive part is e.g. less than 500 mm/s 2 or e.g. less than 300 mm/s 2 or less than 100 mm/s 2 or less than 50 mm/s 2 10 mm/s 2 or e.g. less than 5 mm/s 2 or less than 3 mm/s 2 or less than 2 mm/s 2 .
  • a motor current of an electric motor in the drive unit is determined as a sensor measurement value.
  • a torque value of the drive unit is calculated based on the sensor measurements.
  • the torque value of the drive unit correlates to the Time of measurement of the torque value with the braking torque of the friction brake at the time of measurement.
  • an average torque value of the drive unit is calculated based on the sensor measurements. For example, several sensor measurements are recorded and an average of the sensor measurements is calculated from them. For example, the average of the sensor measurements correlates with an average torque value, which allows conclusions to be drawn about the braking torque of the friction brake in order to determine the actual state of the friction brake.
  • the actual state of the friction brake is determined at intervals during an operating period of the friction brake in relation to its braking effect on the drive part and a course of the various determined actual states is used as a basis for evaluating the friction brake with regard to a forecast of the future function of the friction brake.
  • the actual state of the friction brake is compared over a period of operation of the device or over the course of the device's operation, e.g. at regular intervals, e.g. once an hour, once a day, once a week, with a reference state of the friction brake, e.g. when the friction brake is new.
  • a regular test of the friction brake is carried out during the useful period of the device or the friction brake.
  • the regularly recorded actual state values can, over their course, allow a forecast to be made, for example when a braking torque of the friction brake is expected to fall below a target value. This enables improved planning with regard to the functional reliability of the friction brake and thus the operation of the device.
  • repair, maintenance and/or downtimes can be better estimated.
  • a history of the various determined actual states is used to determine a point in time at which a limit value of the braking effect of the friction brake is expected.
  • various actual states of the friction brake derived from the sensor measurements for example one actual state is determined daily, are subjected to a trend analysis. For example, after one week or after two or more weeks, an expected state of the actual state of the friction brake can be determined at which a limit value with regard to the actual state of the friction brake is expected to be reached. This procedure is used, for example, for the early detection of wear or for the detection of wear dynamics and, if necessary, for determining an expected failure time of the friction brake.
  • Fig. 1 shows a measurement diagram for recording a braking behavior of a friction brake according to a method for determining a braking effect of the friction brake
  • Fig. 2 shows a device with a drive unit for driving a drive part and with a friction brake.
  • the measurement diagram according to Fig. 1 illustrates a braking test of a friction brake to assess the actual state of the friction brake.
  • the actual braking test of the friction brake is preceded by a process which, for example, lies within a first phase described below.
  • the measurement diagram according to Fig. 1 is constructed as an x-y diagram and has an x-axis which represents a time axis and a y-axis on which a torque of the relevant friction brake is plotted.
  • the torque and the time are assigned SI units.
  • the x-axis is assigned the unit seconds "s" and the y-axis is assigned the unit newton meter "Nm”.
  • the respective torque of the friction brake refers to a braking torque caused by the friction brake in an active or braking state of the friction brake, which corresponds to a closed state of the friction brake.
  • the measurement diagram shown in Fig. 1 shows the measured values Ml to M30 determined before and during a braking test with the friction brake to be tested.
  • the concrete or absolute measured values Ml to M30 are filtered and displayed in the measurement diagram, for example, according to a curve K calculated in this way.
  • the measured values Ml to M30 and the measurement curve K are shown schematically in Fig. 1.
  • the braking test is divided into several time phases, here as an example into three time phases.
  • a first phase lies between the times xO at time "zero" or a start time xO and a later time xl .
  • the friction brake is closed .
  • the drive unit is not active or driving.
  • the first phase xO to xl covers a static range of the friction brake, which represents a state of the closed friction brake with statically relative friction partners and force-induced pressed together.
  • the measured values Ml to M6 are recorded one after the other at successive, spaced-apart points in time between XO and XI with xl > xO. For example, there are 5 measuring points in time for the respective measured values Ml to M5 between the points in time xO and xl.
  • the drive power of the drive unit is gradually increased.
  • the 6 measured values Ml to M6 are recorded, for example, using sensors.
  • the measured values Ml to M6 represent an increasing braking torque of the friction brake, with M6 > M5 > M4 > M3 > M2 > Ml.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un dispositif (1) comprenant une unité d'entraînement (3) pour entraîner une pièce d'entraînement (4) mobile et un frein à friction (2) commutable, la pièce d'entraînement (4) pouvant être freinée et/ou pouvant être maintenue immobile, le dispositif comprenant des moyens de détection et un dispositif de contrôle, ce dispositif de contrôle traitant une valeur de mesure de capteur détectable d'un paramètre de mesure. Lorsque le frein à friction (2) se trouve dans une action de freinage, à partir de l'état statique de la pièce d'entraînement (4), il se produit une augmentation d'une mesure d'entraînement de l'unité d'entraînement contre l'effet du frein à friction (2) se trouvant dans une action de freinage, jusqu'à ce que la pièce d'entraînement (4) passe de l'état statique à un état de patinage subséquent, dans lequel un couple de freinage provoqué par le frein à friction est maintenu sur le mouvement entraîné de la pièce d'entraînement (4). Selon l'invention, le dispositif de contrôle et les moyens de détection sont conçus de sorte que, sur un intervalle de mesure prédéfini qui se situe à l'intérieur d'une plage dans laquelle la pièce d'entraînement se trouve dans l'état de patinage, plusieurs valeurs de mesure de capteur peuvent être détectées, respectivement décalées dans le temps, pour un paramètre de mesure prédéterminé, ce paramètre de mesure étant en corrélation avec un couple de freinage pendant l'état de patinage, afin de déterminer, sur la base des plusieurs valeurs de mesure de capteur du même paramètre de mesure, un effet de freinage du frein à friction (2) sur la pièce d'entraînement (4) dans un état réel du frein à friction (2).
PCT/EP2024/066155 2023-06-15 2024-06-12 Dispositif équipé d'une unité d'entraînement et procédé Ceased WO2024256427A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023115745.0 2023-06-15
DE102023115745.0A DE102023115745A1 (de) 2023-06-15 2023-06-15 Vorrichtung mit einer Antriebseinheit und Verfahren

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10343530B2 (en) * 2013-08-08 2019-07-09 Volkswagen Ag Method for braking a vehicle, and vehicle
US10723586B2 (en) * 2015-12-02 2020-07-28 Inventio Ag Method for driving a brake device of an elevator system
WO2022040713A1 (fr) * 2020-08-24 2022-03-03 Stop-In-Time Gmbh Dispositif frein

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19756752A1 (de) * 1997-12-19 1999-06-24 Heidenhain Gmbh Dr Johannes Verfahren und Schaltungsanordnung zur Überprüfung von Motorbremsen
DE102004024770B4 (de) * 2003-05-15 2015-02-26 Tox Pressotechnik Gmbh & Co. Kg Sicherheitsprüfung von Maschinenbremsen
DE102008015949A1 (de) * 2008-03-27 2009-10-08 Kuka Roboter Gmbh Prüfverfahren und -vorrichtung für eine Manipulatorbremse

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10343530B2 (en) * 2013-08-08 2019-07-09 Volkswagen Ag Method for braking a vehicle, and vehicle
US10723586B2 (en) * 2015-12-02 2020-07-28 Inventio Ag Method for driving a brake device of an elevator system
WO2022040713A1 (fr) * 2020-08-24 2022-03-03 Stop-In-Time Gmbh Dispositif frein

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