Door slot reducer for elevator system

Abstract

The invention relates to an elevator system and a method for operating an elevator system. The elevator system comprises a car and a car door arranged on the car, the car door having a car door leaf and a car sill. The elevator installation also includes a shaft door having a shaft door leaf, and the shaft door has a shaft sill. The elevator apparatus also includes a coupling mechanism having a car door coupling connected to the car door leaf and a shaft door coupling connected to the shaft door leaf. In this case, the car door coupling and the shaft door coupling can be coupled to each other in order to move the shaft door leaf and the car door leaf together. The elevator apparatus also includes a first door slot reducer that bridges a door slot between the car sill and the shaft sill. The first door slot reducer is movable in a direction parallel to movement of the car door leaf between the closed position and the open position. As a result, the first door gap reducer is movable between a ready-to-pass position and a ready-to-travel position.

Description

Technical Field

[0001] The invention relates to an elevator installation and a method for operating an elevator installation. Background Art

[0002] In an elevator system, the car is usually displaced vertically between different floors or levels in a building along a travel path. In order to load and unload or enter and exit the car, the car has a door. The doors include a car door that closes the car relative to the shaft and a shaft door that closes the floor relative to the shaft. When the car is at a floor, the car door and the shaft door are opened at the same time, thereby enabling access to the interior of the car.

[0003] In order to open the car door and the shaft door at the same time, these doors are typically connected by a coupling mechanism. When the car is located on the floor, the coupling mechanism connects the car door to the shaft door. In this case, the car door is mostly a car door driven by a motor, and the shaft door is driven to move by the coupling mechanism. In this case, the coupling mechanism mostly includes a shaft door coupling member on the shaft door and a car door coupling member on the car door.

[0004] In order to ensure that the car has a sufficient safety distance when passing through the floors, the car threshold and the shaft threshold are arranged to be separated from each other by a door gap. When loading or unloading the car, this door gap remains. For example, this may cause the pointed heel to be stuck in the door gap or broken. For example, hospital beds will also vibrate when passing through the door gap, which will cause pain to the patient.

[0005] US8540058B2 shows a car threshold with a walk-through area. The originally narrow door gap is widened at these walk-through areas to allow the shaft door coupling to pass through, and when stopped on a floor, the walk-through area is closed by a foldable body.

[0006] This solution is complex to implement because it includes many components. The foldable body moves in the same direction as it was carried during entry. This means that the drive of the folding movement must be able to generate large forces in order to move the foldable body. This solution is therefore expensive. Summary of the invention

[0007] Therefore, the object of the present invention is to provide a door gap reducer which is simpler and more cost-effective.

[0008] According to a first aspect of the present invention, an elevator device achieves this object. The elevator device comprises a car and a car door arranged on the car, the car door having a car door leaf and a car threshold. The car threshold linearly guides the car door leaf between a closed position and an open position. The elevator device also comprises a shaft door having a shaft door leaf, and the shaft door has a shaft threshold, which linearly guides the shaft door leaf between a closed position and an open position. The elevator device also comprises a coupling mechanism, the coupling mechanism having a car door coupling member connected to the car door leaf and a shaft door coupling member connected to the shaft door leaf. Here, the car door coupling member and the shaft door coupling member can be coupled to each other so that the car door leaf and the car door leaf move together. The elevator device also comprises a first door gap reducer, which bridges the door gap between the car threshold and the shaft threshold. The first door gap reducer can be moved in a direction parallel to the direction in which the car door leaf moves between the closed position and the open position. Thus, the first door gap reducer can be moved between a ready-to-pass position and a ready-to-travel position. The second door gap reducer is arranged on the shaft threshold or the car threshold in a linearly movable manner. Between the first door gap reducer and the second door gap reducer, a door gap reducer stop is fixedly arranged on the car.

[0009] According to a second aspect of the present invention, the object is achieved by a method for operating an elevator installation according to the first aspect of the present invention. The method comprises the following steps:

[0010] The first door gap reducing member is moved from a ready-to-pass position to a ready-to-drive position,

[0011] In the ready-to-travel position, the car of the elevator installation is moved together with the first door gap reducer, and

[0012] moving the first door gap reducer from a ready-to-drive position to a ready-to-pass position, and

[0013] In the ready-to-travel position, the car is loaded and / or unloaded using the first door gap reducer.

[0014] The feasible features and advantages of the embodiments of the present invention may be considered mainly and without limiting the present invention as being based on the concepts and perceptions described below.

[0015] The coupling mechanism has a car door coupling and a shaft door coupling. The car door coupling is connected to the car door leaf. The shaft door coupling is connected to the shaft door leaf. The car door coupling typically has a pair of slides, which are arranged on the car door leaf in an expandable manner. The shaft door coupling typically has a pair of rollers. In order to connect the shaft door coupling to the car door coupling, the slides are moved between the rollers and are expanded there so that the rollers are in contact via the slides. As a result, the shaft door coupling and the car door coupling are now coupled to each other. That is to say, the shaft door leaf and the car door leaf move together.

[0016] In order to enable the car door coupling member and the car door coupling member to engage with each other during the coupling, the car door coupling member and the car door coupling member are arranged so that the car door coupling member and the car door coupling member can engage with each other in the coupling area. This means that the car door coupling member projects beyond the car door sill in the projection onto the horizontal plane, and the shaft door coupling member projects beyond the shaft door sill in the projection onto the horizontal plane. Here, the two extend to such an extent that the car door coupling member and the shaft door coupling member can thus engage with each other, and the engaging area forms the coupling area. The coupling area is spaced apart from the car door sill, so that the shaft door coupling member does not contact the car door sill during the travel. In addition, the coupling area is also spaced apart from the shaft door sill, so that the car door coupling member does not touch the shaft door sill during the travel. Therefore, the thickness of the coupling area affects the distance between the car door sill and the shaft door sill, and thus affects the width of the door gap.

[0017] The first door gap reducer is arranged on the car or the shaft. Preferably, the first door gap reducer is arranged on the car door or the car threshold or on the shaft door or the shaft threshold. Alternatively, the first door gap reducer can be mounted on another holding structure, for example, below the car threshold of the car. In addition, the first door gap reducer can be mounted on another holding structure, for example, directly on the shaft wall of the shaft.

[0018] A car threshold or shaft threshold is a fixed part of a car door or shaft door, which serves to guide the car door leaf or shaft door leaf.

[0019] Preferably, the first door gap reducing element is arranged on the car sill or the shaft sill.

[0020] The car threshold is spaced apart from the shaft threshold so that the car can travel without touching objects located in the shaft. Such objects can be, for example, shaft door couplings or shaft thresholds. Conversely, the shaft threshold is also spaced apart from the car threshold so that the car can travel without objects arranged in the shaft touching the car.

[0021] The car door sill and the shaft door sill are preferably designed in a straight line. This results in a continuous door gap distance, the minimum width of which is determined by the position requirements of the car door coupling and the shaft door coupling. The door gap distance can thus be bridged by means of the first door gap reducer. The first door gap reducer is designed to be movable laterally, i.e. parallel to the direction of movement of the sliding door, so that the entire width of the door gap can be reduced by the first door gap reducer when the car is parked at a floor and in a position ready for passage. The car can pass through the joining area when it is moving, i.e. in a position ready for travel.

[0022] The door gap is reduced by arranging a first door gap reducer, preferably on the car door sill or shaft door sill. In the ready-to-pass position, the first door gap reducer extends at least over a sub-region of the width or preferably over the entire width of the open door. The door gap is thus reduced in a sub-region of the open door. Preferably, the door gap is reduced over the entire door width, in particular without play. The door passage is thus ready for passage. The door gap, which is significantly reduced by the first door gap reducer, can be passed over with low vibrations and can be entered reliably.

[0023] To achieve the ready-to-travel position, the first door gap reducer can be moved laterally along the linear guide so that the entire door gap distance of the door gap is opened for a sub-region of the width of the opened door, i.e. the entire door gap distance from the car door sill to the shaft door sill. In this ready-to-travel position, the car can be driven so that the first door gap reducer on the car door and the car door sill can reliably pass the shaft door coupling element during travel, or the first door gap reducer on the shaft door and the shaft door sill can reliably pass the car door coupling element.

[0024] The first door gap reducer is preferably mounted linearly displaceably on a linear guide. This can preferably be a rail, on which the first door gap reducer is preferably mounted via a plurality of linear guides. This can be a ball bearing, a roller bearing or a plain bearing. The plurality of linear guides can also guide the first door gap reducer so that the moment generated on the first door gap reducer due to the load during overrun or entry can be absorbed as a force couple on the plurality of linear guides.

[0025] It is particularly advantageous if the first door gap reducer is horizontally movable. By approaching or passing over the first door gap reducer, the first door gap reducer is loaded substantially in the vertical direction. These forces are substantially absorbed by the support element of the first door gap reducer. In particular, these forces act perpendicularly to the direction of movement of the first door gap reducer.

[0026] Preferably, the second door gap reducer is arranged on the same component as the first door gap reducer, ie, for example, also on the car, the car sill, the shaft or the shaft sill.

[0027] Preferably, the first and second door gap reducers are guided on the same linear guide. Alternatively, the first door gap reducer and the second door gap reducer can each be guided by a separate linear guide or a plurality of separate linear guides.

[0028] The door gap reducer stop fills the area between the first door gap reducer and the second door gap reducer that is not required as a pass-through area. Thus, the path of the first or second door gap reducer to move from the ready-to-pass position to the ready-to-drive position is reduced. Preferably, in the ready-to-pass position, the first door gap reducer contacts the door gap reducer stop on one side, and the second door gap reducer contacts the door gap reducer stop on the opposite side.

[0029] Due to the door gap reducer stop, two passage areas separated from each other can be opened at the door sill of the car or the shaft sill.

[0030] Regardless of whether only the first door gap reducer, the first and second door gap reducers or the first and second door gap reducers and the door gap reducer stop are used, in the ready-to-passenger position the continuous door gap reducer preferably extends over the entire width of the open door.

[0031] Here, the method for operating an elevator installation comprises a first step, in which the first door gap reducer is moved from a ready-to-pass position to a ready-to-travel position. This step is preferably carried out during the closing process of the door. Preferably, the closing is started as late as possible so that the first door gap reducer remains in a passable position as long as passengers can enter and exit the car through the closing door. The movement can end when the car starts to move, or the movement can continue beyond the start of movement or acceleration of the car. Preferably, the movement ends before the first door gap reducer passes the car door coupling or shaft door coupling for the first time. At the latest at this point in time, the first door gap reducer must be in the ready-to-travel position so that the first door gap reducer does not collide with the car door coupling or shaft door coupling. Preferably, the first door gap reducer is already in the ready-to-travel position at the beginning of the journey, that is, when the car starts to accelerate.

[0032] In a second step, the car of the elevator system is moved together with the first door gap reducer in a position ready for travel.

[0033] Here, the travel can pass through a plurality of floors. Here, the first door gap reducer installed on the car door sill can pass through one or more shaft door coupling members. Alternatively, the car door coupling member can pass through one or more first door gap reducers installed on the shaft door sill.

[0034] In a third step, the first door gap reducer is moved from the ready-to-travel position to the ready-to-pass position. Preferably, the first door gap reducer is completely in the ready-to-pass position as soon as the door begins to open. If the door gap reducer is mounted on the shaft threshold, preferably only the door gap reducer is moved to the ready-to-pass position on the floor on which the car is parked.

[0035] In the fourth step, in the ready-to-go position, the car is loaded and / or unloaded using the first door gap reducer. That is, people enter or leave the car. Alternatively, goods can also be loaded into or removed from the car.

[0036] After the fourth step, the first step preferably follows again in order to start the next travel of the car.

[0037] According to a preferred embodiment, the method comprises the following steps:

[0038] After the first door gap reducer of the moving car has passed the last of the shaft door couplings or car door couplings to be passed, the first door gap reducer starts to move from the ready-to-travel position to the ready-to-pass position.

[0039] The time point at which the last of the shaft door coupling elements or car door coupling elements to be passed is passed is the earliest possible time point so that the first door gap reducer can be moved again in the direction of the ready-to-pass position. An earlier movement would result in a collision. As a result, the first door gap reducer can be moved at a lower movement speed and / or the first door gap reducer can be in the ready-to-pass position earlier.

[0040] According to a preferred embodiment, the method comprises the following steps:

[0041] Before the car door reaches the open position or at the time when the car door reaches the open position, the process of moving the first door gap reducer from the ready-to-travel position to the ready-to-pass position is completed.

[0042] The time at which the car door reaches the open position corresponds to the latest possible time at which the ready-to-go position should be optimally reached. This again allows the first door gap reducer to be moved more slowly. Alternatively, the movement of the first door gap reducer from the ready-to-travel position to the ready-to-travel position can also be completed before the car door begins to open.

[0043] According to a preferred embodiment of the elevator installation, the first door gap reducing element at least partially bridges the door gap between the step surface on the car door sill and the step surface on the car door sill in the ready-to-pass position.

[0044] The shaft threshold, the car threshold and the first door gap reducer can be stepped on. Therefore, the shaft threshold, the car threshold and the first door gap reducer have a stepping surface that can be stepped on. Preferably, if the car is on a floor, the stepping surface is located in the same plane. The stepping surface is preferably non-slip, i.e., structured or designed with an anti-slip layer. In addition, the threshold can have a groove for guiding the door leaf. The groove can be installed at the top, bottom or front of the corresponding threshold.

[0045] According to a preferred embodiment of the elevator installation, the first door gap reducing element opens a passage area in the ready-to-travel position, through which the shaft door coupling element or the car door coupling element moves during travel of the car.

[0046] Thus, the walk-through area is opened in the direction of movement of the car door or shaft door next to the first door gap reducer. The walk-through area is opened in the following way: the first door gap reducer is moved away from a region in which the walk-through area is formed by the movement. If the first door gap reducer is arranged on the car, the walk-through area provides space in the door gap so that the shaft door coupling element can pass through, or if the first door gap reducer is arranged on the shaft door, the walk-through area provides space in the door gap so that the car door coupling element can pass through. If the elevator has a plurality of elevator cars, a plurality of door coupling elements can also be moved through the walk-through area of ​​the door gap reducer arranged on the shaft door. If the car travels over more than two floors, a plurality of shaft door coupling elements can travel through the walk-through area of ​​the door gap reducer mounted on the car door.

[0047] According to a preferred embodiment of the elevator installation, the second door gap reducer moves in a direction opposite to the first door gap reducer.

[0048] Preferably, the two door gap reducers move away from each other when moving from the ready-to-pass position to the ready-to-drive position and move toward each other when moving from the ready-to-drive position to the ready-to-pass position. In the ready-to-pass position, the first door gap reducer can contact the second door gap reducer. A pass-through area is opened between the first door gap reducer and the second door gap reducer. The pass-through area can advantageously be twice as large at the same movement speed of the door gap reducers. Alternatively, the movement speed of the two door gap reducers can also be halved in order to open a pass-through area of ​​the same width.

[0049] In a kind of alternative embodiment of elevator equipment, except the first door gap reducer, the door gap reducer stop is fixedly installed on the car. Here, the only travel area between the first door gap reducer and the door gap reducer stop is opened.

[0050] The door gap reducer stop can be manufactured as an integrated component of the car door sill or shaft door sill. Alternatively, the first door gap reducer, the second door gap reducer and the door gap reducer stop are preferably manufactured from a profile. The profile can be a rolled or extruded metal profile. A cutout part of the profile can be fixedly connected to the car or shaft door, or in particular to the car door sill or shaft door sill as a door gap reducer stop. Other cutout parts of the profile can be arranged on the car or shaft door, or in particular on the car door sill or shaft door, as the first or second door gap reducer via a linear guide.

[0051] According to a preferred embodiment of the elevator installation according to the invention, the first door gap reducer has a drive which moves the first and / or second door gap reducer along the car sill or shaft sill between a ready-to-pass position and a ready-to-travel position.

[0052] In this case, the drive can, for example, drive a traction element via a driven first roller, which traction element runs via a first roller and a second roller. In this case, the traction element moves the first door gap reducer and optionally the second door gap reducer. Alternatively, the spindle drive can drive the first and second door gap reducers. In this case, the spindle drive preferably has a spindle pitch for both sides in opposite directions, so that the driven door gap reducers are each moved in opposite directions.

[0053] According to a preferred embodiment of the elevator installation, the first door gap reducer can be locked by a fixing element in the ready-to-pass position.

[0054] Advantageously, the two door gap reducers are locked along the linear guide under the applied thrust in the ready-to-pass position and cannot move. Thus, the first or second door gap reducer cannot slide away along the linear guide when stepping in. Such a slide away would be dangerous and could lead to accidents. The fixing element can be a locking tongue or a locking pin. Such a locking tongue or a locking tongue can preferably be unlocked by an actuator. Alternatively, the fixing element can also be designed as a brake, which is respectively released for the movement of the door gap reducer and is otherwise preferably always braked.

[0055] The spindle drive can also assume the function of a fixing element. For example, the spindle drive can preferably be designed to be self-locking. This means that the gap reducer can be moved by rotating the spindle, but the forces in the direction of the linear guide at the first or second gap reducer cause friction on the spindle so great that the movement is impeded. Alternatively, however, the spindle or its drive can also have a brake, a locking tongue or a locking pin which locks the gap reducer in the ready-to-pass position.

[0056] According to a preferred embodiment of the elevator installation, the first sensor reports to the monitoring unit that the first door gap reducer is in a position ready for passage, and / or

[0057] The second sensor reports to the monitoring unit that the first door gap reducing element is in the ready-to-drive position.

[0058] The third sensor preferably reports to the monitoring unit that the second door gap reducer is in a position ready for passage, and / or

[0059] The fourth sensor reports to the monitoring unit that the second door gap reducer is in the ready-to-drive position.

[0060] According to a preferred embodiment of the elevator installation according to the invention, the first door gap reducer is arranged on the car so as to be linearly movable between a ready-to-pass and a ready-to-travel position.

[0061] When the first door gap reducer is arranged on the car, only one car has to have the first door gap reducer. This is more advantageous than equipping all shaft doors with door gap reducers. This advantage is retained even if the elevator installation has a plurality of cars.

[0062] According to a preferred embodiment of the elevator installation, the first door gap reducer reduces the door gap distance between the car sill and the shaft sill to a residual distance, and the residual distance is at most half the door gap distance.

[0063] The door gap spacing is therefore the spacing between the car door sill which is preferably immovably mounted on the car and the shaft door sill which is mounted on the shaft door or shaft.The door gap is then reduced by a first door gap reducer which is arranged in the door gap.

[0064] The remaining residual distance is therefore less than half the distance of the door gap. This allows, for example, significantly reduced vibrations when driving over a bed. In addition, the risk of, for example, a walking stick or the heel of a pointed shoe getting caught can be avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Further advantages, features and details of the invention are apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally identical elements are provided with the same reference numerals. The drawings are merely schematic and not drawn to scale.

[0066] in:

[0067] Figure 1 The preferred embodiment of the telescopic door leaf with the door closed and in the ready-to-drive position is shown.

[0068] Figure 2 Shows the basis for being in the ready-to-go position Figure 1 implementation, but the door remains closed,

[0069] Figure 3 Shows the door in the ready-to-go position with the door open. Figure 1 implementation method,

[0070] Figure 4 An isometric view of the car door is shown as follows Figure 1 implementation and configuration of

[0071] Figure 5 An isometric view of the car door is shown as follows Figure 3 implementation and configuration of

[0072] Figure 6 An embodiment with only the car door leaf and the shaft door leaf is shown in the ready-to-go position with the doors open.

[0073] Figure 7 Shows the vehicle in the ready-to-drive position with the doors closed. Figure 4 implementation method,

[0074] Figure 8 A side view showing Figure 4 implementation method,

[0075] Fig. 9 An alternative embodiment is shown with a first gap reducer at the shaft door. DETAILED DESCRIPTION

[0076] Figure 1 The elevator system 1 is shown in horizontal section and has a car 2 parked on a floor. The car wall 3 closes the car 2 toward the shaft. Here, the floor 50 and the floor of the car are at the same height. The elevator system 1 has a car door that is closed in the middle and has car door leaves 31a, 31b, 32a and 32b. The car door leaves 31a, 31b, 32a, 32b are guided on the car threshold 21. The elevator system 1 has a shaft door that is closed in the middle and is symmetrical to the car door, and has shaft door leaves 41a, 41b, 42a and 42b. The shaft door leaves 41a, 41b, 42a and 42b are guided on the shaft threshold 22.

[0077] The car door leaves 31a, 31b are driven by door drive to move at twice the speed of the slow car door leaves 32a, 32b. When the first car door leaf 31a is opened, the first car door coupling member 33a installed thereon drives the opposite shaft door coupling members 43a and 43b. Figure 3 The door is shown in the open position. Here, the car door coupling 33a contacts the shaft door couplings 43a and 43b, so that the shaft door 41a is held in the open position together with the coupled shaft door 42a. The door closing device, not shown, reacts to this and pushes the shaft door leaves 41a, 41b, 42a and 42b in the direction of the closed position. Similarly, the car door coupling 33b contacts the shaft door couplings 43c and 43d, so that the shaft door 41b is held in the open position together with the coupled shaft door 42b.

[0078] The first door gap reducer 11, the second door gap reducer 12 and the door gap reducer stop 13 are installed in the door gap between the car door sill 21 and the shaft door sill 22. Here, the two door gap reducers 11, 12 and the door gap reducer stop 13 reduce the door gap distance A to the residual distance a. In the ready-to-pass position of the two door gap reducers, such as Figure 2 and Figure 3 As shown in , the user only needs to exceed or cross the remaining distance a. Figure 1 It is shown how the movement of the two door gap reducers 11 and 12 opens up the passage area 14. Between the door gap reducer stop 13 and the first door gap reducer 11, the passage area 14 for the first shaft door coupling elements 43a and 43b is opened. Between the door gap reducer stop 13 and the second door gap reducer 12, the passage area 14 for the second shaft door coupling elements 43c and 43d is opened. Figure 1 In the embodiment, there is a safety distance between all car and shaft components, which ensures the safe travel of the car 2. Figure 2 The state in which the car 2 has just arrived at the floor is shown. The door gap reducers 11 and 12 have been moved to the position ready for passage, but the door leaves 31a, 31b, 31c, 31d, 41a, 41b, 41c and 41d have not yet been opened. Further travel using this position of the door gap reducers 11 and 12 may damage the shaft door couplings 43a, 43b, 43c and 43d. Figure 1 , Figure 2 and Figure 3 The embodiment shown in is a preferred embodiment, which is preferably used in hospitals in order to move patients in beds into elevators with as little vibration as possible. In this case, in the ready-to-pass position, the door gap reducers 11 and 12 and the door gap reducer stop 13 extend without gaps over the entire width of the open door.

[0079] Figure 4 and Figure 5 Shown in isometric view Figure 1 , Figure 2 and Figure 3 A car door of an embodiment. Figure 4 The door leaves 31 a , 31 b , 31 c and 31 d are shown in the closed position and the door gap reducers 11 and 12 in the ready-to-drive position. Figure 5 The door leaves 31a, 31b, 31c and 31d are shown in the open position and the door gap reducers 11 and 12 in the ready-to-pass position. The car door sill 21 forms a step surface at the top and a fastening possibility for a linear guide 60 at the bottom. The linear guide 60 comprises a linear guide rail 61. The movable door gap reducers 11 and 12 are shown transparently so that the guide bodies 62 can be seen. The first door gap reducer 11 and the second door gap reducer 12 are each supported on the linear guide rail 61 via two guide bodies 62.

[0080] The drive 70 rotates the spindle via the shaft 71. The spindle comprises a first spindle region 72, which cooperates with a first spindle nut 74 and during the rotation of the spindle, the first gap reducer 11 is moved. Furthermore, the spindle comprises a second spindle region 73, which cooperates with a second spindle nut 75 and during the rotation of the spindle, the second gap reducer 12 is moved. In this case, the thread orientation of the spindle regions 72 and 73 is opposite, so that a rotation of the spindle in one direction leads to a movement of the first gap reducer 11 and the second gap reducer 12 in opposite directions. Furthermore, the thread pitch of the spindle regions 71 and 72 is so small that the gap reducers 11 and 12 can only be moved by the rotation of the spindle and not by forces on the gap reducers 11 and 12, even if these forces are applied in the direction of movement. Therefore, the spindle has a self-locking function and thereby locks the first gap reducer 11 and the second gap reducer 12 in a position ready for passage.

[0081] Figure 6 and Figure 7 The first door gap reducing element 11 can be moved in the door gap between the shaft threshold 22 and the car threshold 21, so that Figure 5 As shown in , a pass-through area is generated. The car door has only one car door leaf 31, and the shaft door has only one shaft door leaf 41. When the car is traveling, the pass-through area 14 opened by the first door gap reducer 11 installed on the car 2 allows the shaft door couplings 43a, 43b to pass through all floors without touching these floors.

[0082] Figure 6 The first door gap reducer 11 is shown in the ready-to-pass position when the door is open. Here, the door gap reducer 11 extends over the entire width of the open door. Figure 7 The ready-to-drive position is shown with the doors closed.

[0083] Figure 8 Show Figure 6 and Figure 7 The car 2 can travel in the direction of the double arrow shown. The first door sill 11 is arranged on the car sill 21 of the car 2. This has the advantage that only the car 2 has a door gap reducer.

[0084] Fig. 9 A side view of an alternative embodiment is shown, which is similar to Figure 6 , Figure 7 and Figure 8 However, in Fig. 9In the embodiment of the present invention, the door gap reducing member 11 is installed on the shaft threshold 22, rather than on the car threshold 21. This reduces the load on the car threshold 21.

[0085] in addition, Figure 8 and Fig. 9 The car door coupling 33 is shown to be mounted on the first car door leaf 31, and the shaft door couplings 43a and 43b are mounted on the corresponding shaft door leaves 41 on all floors. In this case, the shaft door leaves 41 are guided at the shaft threshold 22.

[0086] Finally, it should be pointed out that concepts such as "having", "comprising", etc. do not exclude other elements or steps, and concepts such as "a" or "an" do not exclude a plurality. In addition, it should be pointed out that features or steps described with reference to one of the above embodiments can also be used in combination with other features or steps of other embodiments described above. Reference numerals in the claims should not be considered as limiting.

Claims

1. An elevator device (1), comprising: Car (2), A car door is arranged on the car (2), the car door having a car door leaf (31, 31a, 31b, 32a, 32b) and a car threshold, so that the car threshold (21) linearly guides the car door leaf (31, 31a, 31b, 32a, 32b) between a closed position and an open position, A shaft door having a shaft door leaf (41, 41a, 41b, 42a, 42b), the shaft door having a shaft threshold (22), the shaft threshold guiding the shaft door leaf (41, 41a, 41b, 42a, 42b) in a straight line between a closed position and an open position, and a coupling mechanism, the coupling mechanism comprising a car door coupling member (33) connected to the car door leaf (31, 31a, 31b, 32a, 32b) and a shaft door coupling member (43) connected to the car door leaf (41, 41a, 41b, 42a, 42b), wherein the car door coupling member (33) and the shaft door coupling member (43) can be coupled to each other so that the shaft door leaf (41, 41a, 41b, 42a, 42b) and the car door leaf (31, 31a, 31b, 32a, 32b) move together, a first door gap reducer (11), the first door gap reducer bridging the door gap between the car threshold (21) and the shaft threshold (22), and The first door gap reducing member (11) is displaceable in a moving direction parallel to the direction in which the car door leaf (31, 31a, 31b, 32a, 32b) moves between the closed position and the open position, and Thus, it is possible to move between a position ready for passage and a position ready for travel, and The second door gap reducing member (12) is arranged on the shaft threshold (22) or the car threshold (21) in a linearly movable manner. It is characterized in that A door gap reducer stopper (13) is fixedly mounted on the car (2) between the first door gap reducer (11) and the second door gap reducer (12).

2. The elevator device (1) according to claim 1, characterized in that The first door gap reducing member (11) is arranged on the car (2) in a manner capable of linear movement between a position ready for passage and a position ready for travel.

3. The elevator device (1) according to claim 1 or 2, characterized in that: The first door gap reducing member (11) at least partially bridges the door gap between the footrest surface on the car door sill (21) and the footrest surface on the shaft door sill (22) in a position ready for passage.

4. Elevator installation (1) according to any one of the preceding claims, characterized in that The first door gap reducing element (11) opens a passage area (14) in a ready-to-travel position, through which the shaft door coupling element (43) or the car door coupling element (33) moves when the car (2) is traveling.

5. Elevator installation (1) according to any one of the preceding claims, characterized in that The first door gap reducing member (11) reduces a door gap distance (A) between the car door sill (21) and the shaft door sill (22) to a residual distance (a), and the residual distance (a) is at most half of the door gap distance (A).

6. Elevator installation (1) according to any of the preceding claims, characterized in that The second door gap reducing member (12) moves in a direction opposite to the first door gap reducing member (11).

7. Elevator installation (1) according to any of the preceding claims, characterized in that The first door gap reducer (11) and / or the second door gap reducer (12) has a drive (70) which moves the first door gap reducer (11) along the car sill (21) or the shaft sill (22) between a ready-to-pass position and a ready-to-travel position.

8. Elevator installation (1) according to any one of the preceding claims, characterized in that The first sensor reports to the monitoring unit that the first door gap reducer (11) is in a position ready for passage, and / or The second sensor reports to the monitoring unit that the first door gap reducer (11) is in the ready-to-drive position.

9. Elevator installation (1) according to any of the preceding claims, characterized in that The first door gap reducer (11) can be locked in a ready-to-pass position by a fixing element.

10. Elevator installation (1) according to any one of the preceding claims, characterized in that A first door gap reducer (11) arranged on the shaft door extends the shaft door sill (22) by a width (B2) which is greater than the interference of the shaft door coupling (43) beyond the car door sill.

11. A method for operating an elevator installation (1) according to any one of the preceding claims, comprising the following steps: The first door gap reducing member (11) is moved from a position ready for passage to a position ready for travel, In the ready-to-travel position, the car (2) of the elevator installation (1) travels together with the first door gap reducer (11), and The first door gap reducing member (11) is moved from a ready-to-travel position to a ready-to-pass position, and In the ready-to-travel position, the car (2) is loaded and / or unloaded using the first door gap reducer (11).

12. The method according to claim 13, further comprising the steps of: After the first door gap reducer (11) of the traveling car (2) has passed the last of the shaft door couplings or car door couplings (33) to be passed, the first door gap reducer (11) begins to be moved from a ready-to-travel position to a ready-to-pass position.

13. The method according to claim 14, further comprising the steps of: Before or when the car door reaches the open position, the process of moving the first door gap reducing member (11) from the ready-to-travel position to the ready-to-pass position is completed.

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