Abstract:
A set of four brake assemblies are arranged to grasp a guide railing in a pneumatic vacuum elevator cylinder. The brake assemblies are each attached to a seal of the cabin or vehicular compartment traveling within the cylinder and to a structural support member within the vehicle. Additionally, each set has a pair of brakes utilizing a spring actuated shaft indirectly connected to the cabin seal through a lever attached to the brake back plate. This lever acts on a rod device directly connected to the cabin seal in order to take advantage of a pressure differential for the opening and closing of the individual brakes.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     N/A 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     N/A 
     COPYRIGHT NOTICE 
     A portion of the disclosure of this patent document contains material that is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or patent disclosure as it appears in the United States Patent and Trademark Office patent file or records, but otherwise reserves all copyrights whatsoever. 
     BACKGROUND 
     (1) Field of the Invention 
     Relating to improvements in controls utilized to move a pneumatic type elevator. More specifically, relating to improvements in a vacuum brake controlling the movement of a pneumatic elevator cabin inside of its cylinder. 
     When there is a loss of differential pressure it is very important to be able to brake a pneumatic elevator so as to ensure the safety of any occupants and of the cabin itself. Current technologies employ a set of teeth or brail-like protrusions on the surface of the brake; these are specifically designed to retard the descent of the cabin or vehicle as needed. Even though there are other brakes in the market all of these require electrical power, a slot to anchor the brake to, a tensioned cable from the controls, and or an electrical sensor to activate. Thus, it would be advantageous to make a brake that does not suffer from any of the aforementioned deficiencies. 
     BRIEF SUMMARY OF THE INVENTION 
     A safety brake for an enclosed pneumatic elevator cabin having a seal and riding within a cylinder comprising: 
     a rod device connected to a seal of the cabin and further connected to 
     a braking device connected to the cabin. 
     In another aspect, a cylindrical compression spring loaded onto the brake pad rod until it meets 
     a head piece of the brake pad rod that is larger than the diameter of the compression spring. 
     In another aspect, a brake pad rod guide attached to the braking device and the brake pad rod guide having a cavity therein such that the brake pad rod is inserted in the brake pad rod guide under the spring. 
     In another aspect, wherein the brake pad rod connected to the rod device and the braking device further comprises: 
     a brake pivot lever attached to the brake pad rod, to the rod device and to the braking device. 
     In another aspect, a pair of brake levers attached to the head piece of the brake pad rod. 
     In another aspect, wherein each of the pair of brake levers is attached at and end thereof to the head piece. 
     In another aspect, a pair of brake holders moveably mounted on the braking device and attached to the brake levers such that each brake holder is attached to just one of the levers. 
     In another aspect, a pair of brake pads each attached to just one of the brake holders. 
     In another aspect, wherein the pair of brake holders moveably mounted on the braking device are attached to swivel mounts moveably attached to the braking device. 
     A safety brake apparatus comprising:
         a safety brake back plate attached to a pneumatic vacuum vehicular seal through   a connection device   a pair of brake pads where each one is solely attached to one of   a pair of brake holders attached to the brake back plate such that the pair of brake holders are attached to the connection device.       

     In another aspect a pair of brake bumpers attached to the safety brake back plate. 
     In another aspect, a guide device attached to the safety brake back plate. 
     In another aspect, a pair of guide wheels moveably attached to the safety brake back plate. 
     In another aspect, wherein the connection device actuates a spring device attached thereto. 
     A pneumatic vacuum elevator comprising:
         a braking device connected to   a structural element of the pneumatic vacuum elevator wherein the braking device is further connected to a seal of the pneumatic vacuum elevator through an intermediate device that comprises:   a spring actuated assembly that comprises:
           a pair of brake holders moveably attached to the brake device each having   a brake pad and each brake holder attached to one of   a pair of levers wherein the pair of levers are connected to each other at a point and at that same point with   a shaft having a threaded end and a headpiece at another end such that   a spring is loaded on the shaft such that   a shaft holder having the shaft inserted therein with the spring between the shaft holder and the head piece of the shaft where the shaft holder is connected to the brake device wherein the shaft is connected at a threaded end to   a lever that is itself connected to   a rod device that is connected to the seal.   
               

    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         FIG. 1  illustrates brake back plate having various components attached thereto. 
         FIG. 2  illustrates several components that are attached to the top of brake back plate and a few that are attached to its bottom as viewed in the drawing. 
         FIG. 3  illustrates a view of a track positioning system designed to keep the overall brake aligned to a brake track or rail. 
         FIG. 4  illustrates a view of the brake back plate as well as several components to more clearly describe their positioning. 
         FIG. 5  illustrates several views of the brake back plate as well as several components to more clearly describe their positioning. In particular, there is a side view at the upper left  FIG. 5A , a top view  FIG. 5C  at the bottom left and a back view  FIG. 5B  at the upper right of the brake back plate as well as several components to more clearly describe their positioning. 
         FIG. 6  illustrates various components including the following shown in subfigures.  FIG. 6   a  shows a side view of a brake pad rod guide whilst  FIG. 6   e  shows a top view thereof;  FIG. 6   b  shows a side view of a brake support lever mount whilst  FIG. 6   f  shows a top view thereof;  FIG. 6   c  shows a side view of a pad swivel arm mount whilst  FIG. 6   g  shows a top view and  FIG. 6   h  shows a side view thereof; and  FIG. 6   d  shows a side view of a brake pad rod and  FIG. 6   i  shows a front view thereof. 
         FIG. 7  illustrates views;  FIG. 7   a  shows a front view of a wheel spacer whilst  FIG. 7   e  shows a top view thereof;  FIG. 7   b  shows a front view of a level bumper whilst  FIG. 7   f  shows a top view thereof;  FIG. 7   c  shows a front view of a swivel arm whilst  FIG. 7   g  shows a top view and  FIG. 7   h  shows a side view thereof; and  FIG. 7   d  shows a front view of an ‘L’shaped brake lever whilst  FIG. 7   i  shows a top view and  FIG. 7   j  shows a side view thereof. 
         FIG. 8  illustrates several devices;  FIG. 8   a  shows a front view of a left brake pad device whilst  FIG. 8   e  shows a top view and  FIG. 8   j  shows a side view thereof;  FIG. 8   b  illustrates a front view of a right brake pad device whilst  FIG. 8   f  shows a top view and  FIG. 8   k  shows a side view thereof;  FIG. 8   c  shows a front view of a brake pivot lever whilst  FIG. 8   g  shows a top view thereof and  FIG. 8   d  shows a brake seal rod whilst  FIG. 8   h  shows a top view thereof. 
         FIG. 9  illustrates various components of the brake pad device.  FIG. 9   a  shows a front view of a bottom pad holder whilst  FIG. 9   f  shows a top view and  FIG. 9   g  shows a side view thereof;  FIG. 9   b  shows a front view of a left pad lever whilst  FIG. 9   h  shows a top view and  FIG. 9   i  shows a side view thereof; whilst  FIG. 9   j  shows a top view and  FIG. 9   k  shows a side view thereof;  FIG. 9   d  shows a front view of a top pad holder whilst  FIG. 91  shows a top view and  FIG. 9   m  shows a side view thereof; and  FIG. 9   e  shows a front view of a pad whilst  FIG. 9   n  shows a top view thereof and  FIG. 9   o  shows a side view thereof. 
         FIG. 10  illustrates how low pressure or high pressure on the cabin seal causes the opening and closing of the brake pad devices; in particular,  FIG. 10   a  shows a front view whilst  FIG. 10   c  shows a rear view of the effect of low pressure on the brake device;  FIG. 10   b  shows a front view whilst  FIG. 10   d  shows a rear view of the effect of high pressure on the brake device. 
         FIG. 11  illustrates how the railing is situated between the two brake pads to open and close the brake pad devices; in particular,  FIG. 11   a  shows a top view indicating the effect of low pressure whilst  FIG. 11   c  shows a front view thereof; and  FIG. 11   b  shows a top view of the effect of high pressure on the brake device whilst  FIG. 11   d  shows a front view thereof. 
         FIG. 12  illustrates the location of two brakes on either side of the cabin; in particular  FIG. 12   a  illustrates a front view of the installation of brakes whilst  FIG. 12   b  illustrates a back view of the installation of brakes on either side of the cabin structure. 
         FIG. 13  illustrates in more detail the motion of the braking system that causes the opening and closing of the brake; in particular,  FIG. 13   a  illustrates the opening of the brakes and  FIG. 13   b  shows the closing of the brakes. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the described embodiments or the application and uses of the described embodiments. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to the invention as oriented in each figure. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. 
     The differential vacuum brake disclosed herein works mechanically in conjunction with the upper portion of the transport cabin or vehicle. The brake is free to open when differential pressure is present created through a device attached to the cabin. As the differential pressure is removed the brake will close biting on the column guide attached to the cylinder guideway. Due to the mechanical design no electrical power is required to brake the transport cabin or vehicle. Similarly, a sudden loss of power would not cause the cabin or vehicle to break or stop between floors thereby reducing system malfunctions that occur in other systems. One implementation of a pneumatic vacuum elevator has a ‘Differential Pressure Safety Brakes’ that is used as an intermediate breaking device in addition to a locking/stopping device that is used at the landings. The intermediate braking device of this embodiment has four brakes and each travels along a column guide which is integral with the elevator cylinder guideway within which the elevator cabin moves. As previously stated, when an air suction device at top of elevator creates a pressure differential the ‘Differential Pressure Safety Brakes’ are released; this release is caused by an initial vertically allowed movement of the upper part of the transport cab or vehicle that actuates the brake mechanism to an open position; as long as the pressure differential is maintained the brakes remain open. However, once the pressure differential is no longer present the displacement of the upper part of the transport cabin or vehicle is immediately returned to its original position by the action of the spring mounted on the brake. The removal of the pressure differential of the upper part of the transport cabin or vehicle causes the ‘Differential Pressure Safety Brake’ to close on a column guide using the teeth or brail-like surface on them allowing them to bite into the column guide and thereby stopping the motion of the transport cabin or vehicle. The teeth or brail-like surface of the brake pads are positioned and designed in such a way that they only stop the cabin or vehicle as they move in a downwards direction. The teeth or brail-like surfaces of the pads are positioned and designed in such a way that the column guide can not be damaged. This design is such that the unit can quickly be placed back in operation once the differential pressure is regained. Further, these brakes have the ability of braking the cabin in the event of a sudden lost of vacuum or any other incident that could lead to an uncontrollable descent of the elevator cabin in its cylindrical guideway. Finally, it should be apparent from the above discussion that the brakes are normally in a closed position, therefore, if they are released mechanically by switching to an open mode, this permits the elevator to travel upward or down. 
       FIG. 1  illustrates a view  100  of brake back plate  150  having various components attached thereto that are to be attached to the bottom of the brake back plate  150  in the drawing. In particular, the main components to be discussed are how the brake pad rod  105  and the brake seal rod  130  are connected to the brake back plate  150 . The brake pad rod  105  has a flat end with a hole and a threaded end  155 . This threaded end  155  passes through a washer  110  and further on through a compression spring  115 . The threaded end  155  of the brake pad rod  105  further passes through a brake pad rod guide  120  that has a cavity from one end to another side of the brake pad rod guide; the brake pad rod guide  120  has a cavity of a diameter smaller than that of the spring compression  115  so that the material at the either end of the brake pad rod guide  120  forms an annulus with a cavity  170 ; thus, the compression spring  115  can not proceed further then this brake pad rod guide to the upper right in the drawing as it sits atop this annulus material about the cavity, nor can it proceed down the opposite direction as the head of the brake pad rod  105  is larger than the diameter of the spring. The brake pad rod  105  further next passes through a cavity in one side of pivot lever  135 ; once through this opening the threaded end of the brake pad rod  105  is locked by a hex nylon locking nut  125 . This locking nut  125  is larger than the cavity in the brake pivot lever  135 . The brake pad rod guide  120  is welded into a rectangular notch or cutout  175  in the front transverse edge of brake back plate  150 . Brake pivot lever  135  has a central hole  185  that permits passage of a threaded hex bolt  145  therethrough that has its head welded to a perforation  190  (located between the holes for the pad swivel arm mount) in the brake back plate  150 ; the threaded hex bolt  145  passes through a washer  180  then on through central hole  185  that is larger than its diameter such that the brake pivot lever  135  can swivel about the hex bolt  145  and it is then locked by a hex nylon locking nut  125  on the other side of the brake pivot lever  135  such that the bolt  145  can thereon not disengage from this brake pivot lever  135 . Finally, the head of threaded hex bolt  165  is welded to the underside of brake pivot lever  135  such that it proceeds through an annulus  160  or disk shaped flange that is situated at one end of brake seal rod  130  and locked with nut  125 . This annulus  160  is situated such that it runs along the longitudinal end of the brake seal rod  130  that is itself shaped in a crankshaft type of configuration having a portion of the rod offset from the other part of the rod. 
       FIG. 2  illustrates a view  200  of several components that are attached to the top of brake back plate and a few that are attached to its bottom. Brake Pad Rod Guide  225  is again shown welded to a notch  255  on the left transverse end of the brake back plate; this guide  225  is welded underneath the backplate and a portion of the way through the notch  255 . Stoppers  230  are circular metal pieces that are welded to two holes  235  on the top of the brake back plate  205  such that the holes  235  are equidistant from the central notch  255  and closer to the notch than a first couple of holes  245  that are formed in the top of the brake back plate  205 . These holes  245  are located nearer the longitudinal edge of brake back plate  205  then the other holes therein and are for the welding of the bottom  240  of pad swivel arm mount  210 ; the pad swivel arm mount  210  have a bottom circular portion  240  that is smaller in diameter than that of the middle portion of the pad swivel arm mount  210 . A hole  255  is positioned upwards in the drawing or further away from the notch but closer to the first right hole  245  than the first left one  245  and is utilized for the welding of the top of a hex bolt that is to be attached through a hole in a lever (not shown). A second set of holes  245  are located near the edge of brake back plate  205  as were the first couple of holes  245  therein and are for the welding of the bottom  240  of two other pad swivel arm mounts  210 ; the pad swivel arm mounts  210  have a bottom circular portion  240  that is smaller in diameter than that of the middle portion of the pad swivel arm mounts  210 . A brake support lever mount is a circular piece of material having a circumferential depression at one end and an ordinary circular surface at the other end; this mount  215  is welded at the bottom side of brake back plate  205  on its ordinary circular end using a hole  250  that is at the midpoint in the upper right of the drawing; this brake support lever mount  215  is attached to the car as shown in  FIG. 12 . 
       FIG. 3  illustrates a view  300  of a track positioning system designed to keep the overall brake aligned to a brake track or rail. The rollers discussed below are situated on either side of a track or rail shown more clearly in  FIG. 11  and other figures. Four holes  340  are arranged about the top of brake plate  305  for the insertion of hex bolts  325  having heads  310 . The bolts  325  pass through central perforations or holes  330  in wheel rollers  315  and further on through central perforations or holes  335  in cylindrical wheel spacers  320 . The bolts  325  are screwed on to the brake back plate  305  at the end opposite the head. The first set of two threaded holes  340  are situated at the left of the drawing on either side of the notch and are the closest holes to the left transverse edges on either side of the notch in the brake back plate  305 ; further, they are equidistant from either side of the notch and are the closest set of holes to the notch than any of the other holes or perforations on the brake back plate  305 . The same general layout is for the other set of threaded holes  340  located on the right side of the brake back plate  305 ; however, their are some differences in their positioning in that these holes or perforations are not as close to the opposite transverse right edge as were the left threaded holes  340  to their transverse edge and are situated before the hole for the brake anchor. 
       FIG. 4  illustrates a view of the brake back plate as well as several components to more clearly describe their positioning. Brake back plate  405  has four brake support lever mounts  410  (pad swivel arm mount) welded in a substantially square configuration. The top of each of the brake support lever mounts  410  has a narrow circular portion  411  that has a depression  412  running along its external circumference for insertion of a ‘C’ clip  455 ; the ‘C’ clip is inserted therein so that a swivel arm  450  connected as follows can not disengage from the top portion  411  of the support lever mounts  410 . The brake support lever mount  410  has a smaller diameter end  411  that passes through the swivel arm  450  using its hole  451  whereby it can perform a swiveling motion to actuate the breaking action. Then they are locked in place by the aforementioned ‘C’ clip  455  in the depression  412  at the top portion of the brake support level mount  410 . The other portion of each of the swivel arms  450  has another hole  452  on the opposite side of the first hole  451  for connection to one of four threaded  442  hex bolts  445  and locking nuts  440 . Two of these hex bolts  445  are placed through two holes on the right pad holder and two placed in the left pad holder. Each of the brake holders, right and left, are made from a top and bottom longitudinal rectangular pad holding members  443  and  444  that are welded to one of two pad levers  420 ,  425 . Thus, an individual brake holder is made from a set of two pad holders  443 ,  444 , that is further welded to a longitudinally extended pad lever  420 ,  425 . The member  443  on each side each has two holes  441  for insertion therethrough of hex bolts  445  then through a hole  452  in a swivel arm  450 ; the member  444  on each side has two holes  441  for the insertion of hex bolts  445  already through the first member  443  then through the holes  456  in the other member  444  and engagement of the nuts  440  for the connection of the brake pad holders  443 ,  444  to the swivel arm  450 . It should be understood that this connection is of such a character that it permits a swiveling action on both pivots, the brake support lever mount  410  and the hex bolts  445  for each of the swivel mounts thereby facilitating the brake locking action as described further below. Further, the pad holders  443 ,  444  are connected on either the right or left brake holder to a welded pad lever  420 ,  425  having a hole  496 ,  485  therein for insertion of a threaded  490 ,  480  hex bolt  415  for each brake pad lever  420 ,  425 ; first, the threaded end  490  of one of the bolts  415  is placed through a hole  495  in the longer portion of the bottom of an ‘L’ shaped lever  430  through a hole  496  in the front portion of welded pad lever  420  of the right brake pad and through hex bolt  435  that attaches it together. It should be understood for this connection as for the following connections that it is made such that a twisting motion is permitted at the bolt location, thus, it is NOT fixedly locked in place. Then, the threaded end  480  of another one of the bolts  415  is placed through a hole  485  in the front portion of welded pad lever  425  then through a hole  486  in the longer portion of the bottom of the other ‘L’ shaped lever  430  of the left brake pad and through hex bolt  435  that attaches it together. Finally, the front portions of ‘L’ shape levers  430  are attached together and to the brake pad rod  460  as follows. A threaded  470  hex bolt  415  is placed through the underside of a hole  465  in the head piece of brake pad rod  460  and then through a hole  475  in the shorter portion of right ‘L’ shaped lever  430  and then through a similar hole  475  in the shorter portion of left ‘L’ shaped lever  430  thereby attaching the brake pad rod  460  to the front short portions of both ‘L’ shaped levers that are thereby also attached together using a locking nut  435 . 
       FIG. 5  illustrates several views  500  of the brake back plate as well as several components to more clearly describe their positioning. For the purposes of discussing this figure the views are described as a side view at the upper left, a top view at the bottom left and a back view at the upper right. In the side view starting at the left in the drawing, first is shown the arrangement of the brake support lever mount  525  underneath the brake plate  505  followed by the first set of brake support lever mount  515  on top that is followed by the second set of brake support lever mounts  515  also on top. These are followed by the level bumpers  520  on top and the brake pad rod guide  510  located underneath in this view. In the top view starting at the left in the drawing, first comes a centrally located brake support lever mount  525  then the first of a set of brake support lever mounts  515  situated near the longitudinal edges of the brake back plate  505  approximately half way across the brake plate. Then comes the second set of brake support lever mount  515  situated near the longitudinal edges of the brake back plate  505  approximately three fourths of the way across the brake plate  505 . Further on in the drawing one finds the level bumpers  520  that are situated equidistantly from either side of the brake pad rod guide  510  that is itself located in a central notch on the right transverse side of the brake back plate  505 ; the level bumpers  520  are also situated such that they are further along longitudinally then the second set of brake support lever mounts  515  but a portion of their body bleeds into a beginning portion of the brake pad rod guide  510 . In the upper right is shown a back view of the brake back plate  505  and several attached components. From left to right, this back view shows that first comes the first brake support lever mount  515  that are followed by the lever bumpers  520  equidistantly spaced on either side from the bottom centrally located brake pad rod guide  510  followed by the second brake support lever mount  515 . 
       FIG. 6  illustrates various components including a brake pad rod guide, a brake support lever mount, pad swivel arm mount, and brake pad rod.  FIG. 6   a  shows a brake pad rod guide  605  showing that it is a cylindrical component made from metal, plastic or similar materials. The brake pad rod guide  605  has a central hollow shaft  615  of a smaller diameter than the outer diameter of the outer face of the same; the central hollow shaft  615  cuts through the central portion of the brake pad rod guide from one side to another side.  FIG. 6   b  illustrates a brake support level mount  620  which is used to attach the brake assembly to the cabin (shown in  FIG. 12 .) The brake support level mount  620  has a depression  625  on one end running along its circumference for an insertion of a “C” clip; the mount  620  fits into a hole in a top vertical support member shown in  FIG. 12  as item  1215  that is locked in place by the “C” clip. The other side of the mount is welded to the back of the brake back plate as shown in  FIG. 5   525  for example or  FIG. 2 ,  215 .  FIG. 6   c  illustrates a brake pad swivel arm mount in two views: a front view showing a front flat face and a rotated view where the front flat face is not shown and a top view showing this feature. The brake support lever mount  650  has a top  645  and bottom portion  640  that are smaller in width or diameter than the middle portion  635 ; the top portion  645  has a depression running along the circumference of the top portion for insertion of a ‘C’ clip that forbids upwards disengagement of an attached swivel arm because the ‘C’ clip is sufficiently large that its extremities do not allow the swivel arm (not shown) to disengage the piece.  FIG. 6   d  illustrates a brake pad rod having a long rod  660  made of a metal such as steel having an externally threaded end  655  followed by a portion without threads ending on the other end with a flat portion (or head piece) having a hole perforating the flat portion. This flat portion extends outwards equidistantly from the central rod on either side so that a trapezoidal structure is formed and this is followed integrally with a linear region; finally, the structure ends with a semi-circular region of material perforated by a central hole  665  in this semi-circular region. 
       FIG. 7  illustrates views having a wheel spacer, a level bumper, a swivel arm and an ‘L’ shaped brake lever.  FIG. 7   a  illustrates a wheel spacer  705  showing that it is a cylindrical component made from metal, plastic or similar materials. The wheel spacer  705  has a central hollow shaft  710  of a smaller diameter than the outer diameter  715  of the outer face of the wheel spacer; the central hollow shaft  710  cuts through the longitudinal central portion of the wheel spacer from one side to another side.  FIG. 7   b  illustrates a level bumper that is a circular solid piece of plastic, metal or similar material that has a small conically shaped top that has been cutoff at the top.  FIG. 7   c  illustrates a swivel arm  735  that is an oblong part ending in two oppositely formed semicircles. These two semicircles have two circular perforations or holes  725 ,  730  formed on the top and bottom portions of the swivel arm  735 ; it should be apparent that the bottom circular hole  730  is larger than the top circular hole  725 .  FIG. 7   d  illustrates an ‘L’ shaped brake lever  745  having two circular perforations  740 ,  750  or holes located at the rounded ends of the ‘L’ shaped brake lever that transitions between the legs of the ‘L’ shape at an intersection  755  between the legs. 
       FIG. 8  illustrates brake pad holder devices, brake pivot lever and a brake seal rod.  FIG. 8   a  illustrates a bottom view (top), a front view (bottom left) and a side view (bottom right) of a left brake pad holder device  801  made from steel or similar materials having a welded brake pad  810  that is welded to a bottom longitudinal member  803 . The brake pad  810  is welded perpendicularly on top of longitudinal member&#39;s  805  edge and bottom longitudinal member&#39;s  803  edge running parallel to and shown underneath the top member  805  that both have holes  820 ,  825  therethrough spaced near either longitudinal end of the members. The pad lever  827  has a hole  815  in a flange thereof; this pad lever  827  is welded to the bottom of member  803  at one end of the same. Thus, in the front view it can be appreciated that this device extends parallel to the direction of the longitudinal members then extends down on a downwards integral portion ending in an inwards extending integral perpendicular flange at one end for connecting the brake pad device with an ‘L’ shaped brake lever.  FIG. 8   b  illustrates a bottom view (top), a front view (bottom left) and a side view (bottom right) of a right brake pad holder device  831  made from steel or similar materials having a brake pad  850  that is welded to a bottom longitudinal member  833 . The brake pad  850  is welded perpendicularly to longitudinal member  830  and bottom longitudinal member&#39;s  833  edge running parallel to and shown underneath the top member&#39;s  830  edge that both have holes  835 ,  840  therethrough spaced near either longitudinal end of the members. The brake pad lever  842  has a hole  845  in a flange thereof; this pad lever  842  is welded to the bottom of member  833  at one end of the same. Thus, in the front view it can be appreciated that this device extends parallel to the direction of the longitudinal members then down on a downwards integral portion ending in an inwards extending integral perpendicular flange at one end for connecting the brake pad device with an ‘L’ shaped brake lever.  FIG. 8   c  illustrates a brake pivot rod lever  860  that is a long piece of iron, steel or similar material having a threaded post (or bolt attached at its top to the long piece of metal)  870  near one end and a rectangular enclosed space  855  at an opposite end having a cavity for the passage of the spring shaft. Between the two ends is a hole  865  that is used to mount this part to the brake back plate using a bolt, washer and a locking nut.  FIG. 8   d  illustrates a brake seal rod having a crankshaft type of bend in the middle of the rod made from iron steel or similar materials. The rod starts as one straight oblong piece  875  having a circular flange  885  with a hole  880  arranged at its beginning that is perpendicular to the length of the rod. An angled bend  899  in the rod gives it the ‘crankshaft type’ shape though only a portion of the ‘crankshaft’ is apparent from the figure. The angles bend is followed by another portion of the rod that parallels the first portion of the rod  875  such that this another portion of the rod ends with another circular flange  890  having a central hole  895  therein. This flange  890  is perpendicular to the first one  880  and is also parallel to the length of the rod. Whilst both the top flange  885  and the bottom flange  890  extend outwards from the rod length, the central part of each flange is rotated ninety degrees from the other one. 
       FIG. 9  illustrates various components of the brake pad device including a top longitudinal member, a left armature, a right armature, a bottom longitudinal member and a brake pad.  FIG. 9   a  illustrates a bottom pad holder rectangular slab of material  915  such as steel having two holes  905 ,  910  and two curved cutouts  907  for providing space for the mounts mentioned previously. From right to left the holes  905 ,  910  are arranged before the first cutout  907  and before the second curved cutout  907 . The holes  905 , 910  are utilized to attach the top and bottom swivel arms mentioned previously to the top  960  and bottom  915  longitudinal members.  FIG. 9   b  illustrates a left brake pad holder armature or lever device  935  that are attached to brake holder longitudinal members  803  in  FIG. 8 . The lever device is a generally ‘L’ shaped piece of material having a top cutout that serves as a placement zone for the longitudinal member  803  welding on top of a connection point  920  that is an inwardly directed angled portion of the armature at one end of the same. The other end of the armature has an inwardly directed flange  930  having a hole  925  for attachment to the aforementioned lever; here inwardly means the centerline of the brakes.  FIG. 9   c  illustrates a right brake pad holder armature or lever device  955  that are attached to brake holder longitudinal members  833  in  FIG. 8 . The lever device is a generally ‘L’ shaped piece of material having a top cutout that serves as a placement zone for the longitudinal member  833  welding on top of a connection point  930  that is an inwardly directed angled portion of the armature at one end of the same. The other end of the armature has an inwardly directed flange  950  having a hole  955  for attachment to the aforementioned lever; here inwardly means the centerline of the brakes.  FIG. 9   d  illustrates a top pad holder  960  that is a rectangular slab of material such as steel having two holes  965 ,  970  space close to either end of the slab and that match in location two holes  905 ,  910  in the bottom pad holder  915 . The holes  965 , 970  are utilized to attach the top and bottom swivel arms mentioned previously to the top  960  and bottom  915  longitudinal members.  FIG. 9   e  illustrates a pad  980  made from steel or similar materials utilized to brake the cabin in an elevator having teeth or a brail-like surface  975 . 
       FIG. 10  illustrates the opening and closing of the brake pads.  FIG.10   a  illustrates a front and back portion of the braking system on the left and right respectively. In particular, there is shown the opening of the brake pads away from a vertical center line down between the two brake pad holders  1010 ; thus, to open the pads the arrows in the drawing indicate an outwards direction away from each other. The top of the vehicle or cabin has a seal  1020  that is exposed to the pressure present in the cylinder within which the cabin moves. When a low pressure or vacuum condition is created in this cylinder the top of the cabin seal  1020  moves slight upwards as indicated by the up arrows. This seal is attached to the brake pad device by a threaded bolt or rod  1017  being attached to brake seal rod  1015 . The first rod  1017  passes through a hole in the car seal  1020  and its integral head rests on the top of the seal  1020 . It then is attached to the top of brake seal rod  1015  using the threads of  1017  and a screwed on nut so that the bolt or rod  1017  is threaded through the top of the flange  880 ,  885  found in  FIG. 8   d  that is perpendicular to the longitudinal portion of the brake seal rod  1015  and locked by a screwed on nut. The brake seal rod  1015  has another flange  890 ,  895  at the bottom parallel to the longitudinal portion of the brake seal rod  1015  that is utilized to attach to the lever  135  using a nut  125  at a welded screw  165  as shown in  FIG. 1 ; as the brake seal rod  1015  moves upwards as a result of vacuum pressure the brake rod lever is pulled upwards along with it. The lever swivels on a central pin that is attached to the brake back plate  1005  causing the other side of the brake pivot lever  1025  to move downwards that in turn presses against a nut that is attached to a brake pad rod  1030 ; clearly, this motion pulls the spring shaft downwards causing it to store compression energy. This causes the ‘L’shaped levers to move downwards at the central connection point that further acts on the rest of the components to move the brake pad holders  1010  outwards as shown more clearly in  FIG. 11   a ,  13   a .  FIG. 10   b  shows the opposite motion in that the brake pad holders  1010  are moved inwards to grab the railing (not shown) as shown by the direction of the arrows in the drawing.  FIG. 10   b  illustrates a front and back portion of the braking system on the left and right respectively. The top of the cabin seal  1020  reacts to an atmospheric high pressure situation by compressing downwards slightly; this causes the rod attached to the top of the cabin seal to also compress downwards moving the brake seal rod  1015  to move down also. This motion causes the brake pivot lever  1025  to rotate on its centrally attached bolt swivel moving the left side of the brake pivot lever  1025  down and the right side upwards. Consequently, the ‘L’shaped levers that are attached at one end to the hole in the brake pad rod  1030  are pushed upwards that moves the spring to its uncompressed extension. The motion is translated to the rest of the brake mechanism and the brakes move inwards grasping the railing (not shown) there between and stopping the motion of the cabin. This motion is further described in  FIG. 11   b ,  13   b . 
       FIG. 11   a  illustrates a front view of the braking system showing a railing between the two brake pad devices  1110 . The brakes move outwards as indicated by the horizontal arrows as low pressure on the cabin seal  1125  moves the brake seal rod  1115  upwards translating an outwards motion through the mechanisms of the device.  FIG. 11   b  illustrates a front view of the braking system showing a railing between the two brake pad devices  1110 . The brakes move inwards as indicated by the horizontal arrows as high pressure on the cabin seal  1125  moves the brake seal rod  1115  downwards translating an inwards motion through the mechanisms of the device. 
       FIG. 12  illustrates the location of two brakes on either side of the cabin. A top metal plate  1250  seals the cabin with a rubber seal about its perimeter that is not shown in the drawing. It is attached to the top of a horizontal steel frame structure through a bolt  1240  and nut  1245  locking system threaded through holes on the cabin seal  1250  and the horizontal top steel frame. A pair of welded vertical steel members are attached on either side of the steel frame and are used to mount the entire brake device upon a transverse small piece of steel that is located between each pair of vertical members. A bottom horizontal steel member forms the floor of the cabin that is attached to both pairs of vertical steel members  1210 . A small welded vertical steel member  1215  is attached to the back of the brake back plate  1205  using a brake support lever mount that is expressed in the drawings as a small welded bolt or pin and to the transverse small piece of steel with a similar brake support lever mount. 
       FIG. 13  illustrates in more detail the motion of the braking system  1300  that causes the opening and closing of the brake.  FIG. 13   a  illustrates the opening of the brake through motion of the various components of the same. The brake back plate  1305  has all of the attached components as previously described. More particularly, brake pad mounts  1310  are attached to swivel arms  1320  through a hole  1315  in the swivel arm  1320  that is aligned with holes in the brake pad mounts  1310 . A hex nut is threaded onto a hex bolt passing through the holes in both brake pad mounts  1310  and through swivel arm  1320  to lock them together; however, the diameter of the bolt is of such size that it permits the swiveling action inwards and outwards at this connection point. The other side of swivel arm  1320  has a hole therein that for passage of the top of a swivel arm mount. A “C” clip locks the top of the swivel arm mount as it passes through this hole exposing its top for insertion of the “C” clip. The swivel arm can therefore swivel about this other point permitting both brake pads to be moved outwards in the drawing. The lower swivel arm as well as the ones on the other brake pad mount functions similarly and a description of its function is omitted to avoid repetition. The compression spring  1335  works against a brake rod guide (and the triangular part of the brake rod) located concentrically on the long part of the spring shaft that is attached at its circular end through a hole to one side of ‘L’ shaped levers  1330 . These ‘L’ shaped levers are connected to brake pad mounts through a bolt and nut connection. As the brake rod is pulled downwards, the compression spring  1335  stores energy and the central connection of the ‘L’ shaped levers with the brake rod are pulled downwards with it creating a downwards impression or bowing on the top part of the two ‘L’ shaped levers. In order for the brakes to be separated, therefore, a force must be applied at the swivel arm mounts and this happens by the ‘L’ shaped arms  1330  being forced down at their central connection point bending the arms  1330  so that their lower legs are forced outwards causing the brake pad mounts  1320  to swivel about their connection points  1315  and  1325 .  FIG. 13   b  illustrates closing of the brake through motion of the various components of the same. In this instance, the bowing of the ‘L’ shaped levers is upwards because the brake rod is pushed upwards translating into the an upwards motion of the central connection point between the two ‘L’ shaped levers  1330 . As the ‘L’ levers move at one end upwards this causes the other connection point to the brake pad mounts to move inwards as they swivel on arms  1320  so as to grab the railing (not shown). 
     As previously mentioned, the brakes have a normal closed position. This position is held by the force generated by the compression spring onto the brake pad rod which is attached to the ‘L’ levers that is also attached to the brake pads. When the elevator starts there is a vacuum differential pressure on top of the cabin seal, that initially allows it to gently move away from the cabin at the start of elevation. The brake system uses this initial separation between cabin and seal in order to pull the brake seal rod and release the brake. When the rod is pulled, the brake pivot levers pivot, generating a force onto the brake pad rod and overcoming the force of the spring therefore compressing it. This vertical movement is transmitted to the brake pad level. Because the brake pads are held to the brakes positioner (swivel arm mounts) the vertical movement becomes circular in motion causing a pivoting action on the brakes positioner (swivel arm mounts). This change of direction provokes that the brake pads to separate, allowing the brakes to open. In this action the wheels to start working allowing the brakes to move along the guide or rail of the main cylinder. In the event that the elevator suddenly looses vacuum, the cabin seal will return to its original position. This removes the force being acted on the compression spring causing the brakes to close and stopping the downward motion of the car, finally this action stops an uncontrolled descent of the cabin. 
     All components are made from steel or similar man made materials unless otherwise indicated; any choice of materials or sizes that is appropriate to the embodiments taught herein is contemplated. All components are welded unless otherwise stated such as being moveably connected etcetera. The instant invention has been shown and described herein in what is considered to be the most practical and preferred embodiment. It is recognized, however, that departures may be made therefrom within the scope of the invention and that numerous modifications may be made that would be within the bounds defined by the following claims.