DOOR GAP REDUCTION OF AN ELEVATOR SYSTEM

Description

[0001] The present invention relates to an elevator system and a method for operating the elevator system.

[0002] In an elevator system, a cabin typically travels vertically along a track between different floors or levels within a building. To allow loading and unloading, as well as entry and exit, the cabin is equipped with doors. These doors include cabin doors, which seal the cabin off from the shaft, and shaft doors, which seal off a floor from the shaft. When the cabin is on a floor, the cabin doors and the shaft doors open simultaneously, thus allowing access to the interior of the cabin.

[0003] To ensure the cabin door and shaft doors open simultaneously, they are typically connected by a coupling mechanism. If the cabin is located on the same floor, this mechanism links the cabin door to the shaft door. Usually, the cabin door is driven by a motor, and the shaft door is moved along with it by the coupling mechanism. This mechanism typically includes a shaft door coupling on the shaft door and a cabin door coupling on the cabin door.

[0004] To ensure sufficient safety clearance for the cabin to pass the floor, the cabin door threshold and the shaft door threshold are spaced apart by a gap. This gap remains open when loading or boarding the cabin. As a result, sharp shoe heels, for example, can get caught or broken in the gap. Hospital beds, for instance, can also be jolted when the cabin passes over this gap, potentially causing pain for patients.

[0005] US 8,540,058 B2 discloses a cabin door threshold that has passage areas. The otherwise narrow door gap widens at these passage areas to allow passage over the shaft door couplings. When the elevator stops on a floor, the passage area is closed by a hinged body. Furthermore, JP 2013 180861 A discloses an elevator system according to the preamble of claim 1.

[0006] This solution is complex to implement because it involves many components. The folding body moves in the same direction in which it is loaded when someone steps on it. This means that the drive mechanism for the folding motion must be capable of generating significant force to move the folding body. Such a solution is therefore expensive.

[0007] Therefore, one task can be seen as providing a simpler and more cost-effective way to reduce door gaps.

[0008] According to a first aspect of the invention, an elevator system solves the problem. The elevator system comprises a cabin and a cabin door arranged on the cabin, the cabin door leaf being a cabin door panel and a cabin door sill. The cabin door sill guides the cabin door leaf linearly between a closed position and an open position. The elevator system further comprises a shaft door with a shaft door leaf, and the shaft door has a shaft door sill that guides the shaft door leaf linearly between a closed position and an open position. The elevator system further comprises a coupling mechanism comprising a cabin door coupling connected to the cabin door leaf and a shaft door coupling connected to the shaft door leaf. The cabin door coupling and the shaft door coupling can be coupled to each other to move the shaft door leaf and the cabin door leaf together.The elevator system further includes a first door gap reducer that bridges the gap between the car door sill and the shaft door sill. This first door gap reducer is movable in a direction parallel to the direction of movement of the car door leaf between the closed and open positions. This allows the first door gap reducer to be moved between a passable and a travel-ready position. A second door gap reducer is linearly movable along the shaft door sill or the car door sill. A door gap reducer stop is fixed to the car between the first and second door gap reducers.

[0009] According to a second aspect of the invention, a method for operating an elevator system according to the first aspect of the invention solves the problem. The method comprises the following steps: Moving the first door gap reducer from the passable to the travelable position, moving the elevator car with the first door gap reducer in the travelable position, and moving the first door gap reducer from the travelable to the passable position, and loading and / or unloading the car with the first door gap reducer in the passable position.

[0010] Possible features and advantages of embodiments of the invention can be considered, among other things and without limiting the invention, as being based on the ideas and findings described below.

[0011] The coupling mechanism includes a cabin door coupling and a shaft door coupling. The cabin door coupling is connected to the cabin door leaf. The shaft door coupling is connected to the shaft door leaf. The cabin door coupling typically has a pair of skids that are spread apart on the cabin door leaf. The shaft door coupling typically has a pair of rollers. To couple the shaft door coupling to the cabin door coupling, the skids move between the rollers and spread apart so that the skids make contact with the rollers. This couples the shaft door coupling and the cabin door coupling. This means that the shaft door leaf and the cabin door leaf move together.

[0012] To enable the cabin door coupling and the shaft door coupling to engage during coupling, they are positioned so that they can engage within a defined engagement area. This means that the cabin door coupling extends beyond the cabin door sill when projected onto a horizontal plane, and the shaft door coupling extends beyond the shaft door sill when projected onto the same horizontal plane. Both extend sufficiently to allow the cabin door coupling and the shaft door coupling to engage, and this engagement area constitutes the engagement zone. The engagement zone is spaced away from the cabin door sill to prevent the shaft door coupling from touching it during travel. Furthermore, the engagement zone is also spaced away from the shaft door sill to prevent the cabin door coupling from touching the shaft sill during travel.The thickness of the intervention area therefore influences the distance between the cabin door threshold and the shaft door threshold, and thus the width of the door gap.

[0013] The first door gap reducer is located on the cabin or the shaft. Preferably, the first door gap reducer is attached to the cabin door or the cabin door sill, or to the shaft door or the shaft door sill. Alternatively, it can be attached to another support structure, for example, below the cabin door sill on the cabin. Furthermore, it can be attached to another support structure, for example, directly to the shaft wall on the shaft.

[0014] The cabin door threshold or shaft door threshold refers to the fixed part of the cabin door or shaft door that serves to guide the cabin door leaf or shaft door leaf.

[0015] Preferably, the first door gap reduction is arranged at the cabin door threshold or the shaft door threshold.

[0016] The cabin door threshold maintains a distance from the shaft door threshold so that the cabin can travel without touching any objects located in the shaft. Such objects could be, for example, the shaft door coupling or the shaft door threshold. Conversely, the shaft door threshold also maintains a distance from the cabin door threshold so that the cabin can travel without any objects located in the shaft touching the cabin.

[0017] Cabin door thresholds and shaft door thresholds are preferably designed with a straight line. This creates a continuous door gap, the minimum width of which is determined by the space required for the cabin door coupling and the shaft door coupling. A door gap can therefore be bridged by means of the first door gap reducer. This first door gap reducer is designed to be laterally movable, i.e., parallel to the direction of movement of the sliding doors, so that when the cabin is stopped on the floor and in a ready-to-pass position, the entire width of the door gap can be reduced by the first door gap reducer. When the cabin is moving, i.e., in the ready-to-travel position, the access area can be passed.

[0018] The door gap is reduced by preferably installing a first door gap reducer at the cabin door threshold or at the shaft door threshold. In In the ready-to-pass position, the first reduction of the door gap extends at least over a portion of the width, or preferably over the entire width, of the open door. Thus, the door gap is reduced in the portion of the open doorway. Preferably, the door gap is reduced across the entire width of the door, and in particular, completely. This makes the doorway ready for passage. The door gap, significantly reduced by the first reduction, can be driven over with minimal vibration and entered safely.

[0019] To reach the ready-to-drive position, the first door gap reduction can be moved to the side along a linear guide, so that for a portion of the width of the open door the entire door gap distance, i.e. from cabin door threshold to shaft door threshold, is released. In From this ready-to-drive position, the cabin can be moved so that the first door gap reduction at the cabin door and the cabin door sill can safely pass the shaft door coupling during a journey, or that the first door gap reduction at the shaft door and the shaft door sill can be safely passed by the cabin door coupling.

[0020] The first door gap reducer is preferably mounted on a linear guide so that it can slide linearly. This guide is preferably a rail on which the first door gap reducer is mounted via preferably several linear guides. These guides can be ball bearings, roller bearings, or slide bearings. Multiple linear guides can also support the first door gap reducer, so that any moment occurring at the first door gap reducer due to the load from driving over or walking on it can be absorbed as a force couple by the multiple linear guides.

[0021] It is particularly advantageous that the first door gap reducer is horizontally displaceable. The load on the first door gap reducer is exerted primarily in a vertical direction by being walked on or driven over. These forces are mainly absorbed by the bearings of the first door gap reducer. In particular, these forces act perpendicular to the direction of displacement of the first door gap reducer.

[0022] Preferably, the second door gap reduction is arranged on the same component as the first door gap reduction, for example, also on the cabin, the cabin door threshold, the shaft or the shaft door threshold.

[0023] Preferably, the first and second door gap reducers are guided on the same linear guide(s). Alternatively, the first and second door gap reducers can each be guided by a separate linear guide or by several separate linear guides.

[0024] The door gap reducer fills an area between the first and second door gap reducers that is not required as a passageway. This reduces the distance the first or second door gap reducer has to move from the passable to the drive-through position. Preferably, in the passable 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.

[0025] The door gap reduction stop allows two separate passage areas to be opened at a cabin door threshold or a shaft door threshold.

[0026] Regardless of whether only a first door gap reduction, a first and a second door gap reduction, or a first and a second door gap reduction and a door gap reduction stop are used, in the ready-to-pass position a continuous door gap reduction preferably extends over the entire width of the opened door.

[0027] The method for operating an elevator system comprises a first step in which the first door gap reducer is moved from the passable position to the travel-ready position. This step preferably takes place during the closing process of the doors. Preferably, it is started as late as possible so that the first door gap reducer remains in the passable position as long as a passenger can enter or exit the cabin through the closing doors. The moving process can be completed when the cabin starts moving, or it can continue beyond the point of the cabin starting to move or accelerating. The moving process is preferably completed before the first door gap reducer passes a cabin door coupling or a shaft door coupling for the first time.The first door gap reducer must be in the ready-to-drive position by this point at the latest, so that it does not collide with the cabin door coupling or the shaft door coupling. Preferably, the first door gap reducer is already in the ready-to-drive position at the start of the journey, i.e., at the beginning of cabin acceleration.

[0028] In a second step, the elevator cabin is moved into the ready-to-travel position with the first reduction of the door gap.

[0029] Travel can take place over several floors. A first door gap reducer installed at the cabin door threshold can pass through one or more shaft door couplings. Alternatively, a cabin door coupling can pass through one or more first door gap reducers installed at the shaft door thresholds.

[0030] In a third step, the first door gap reducer is moved from the moving position to the passable position. Preferably, the first door gap reducer is fully in the passable position as soon as the door begins to open. If the door gap reducers are attached to the shaft door thresholds, preferably only the door gap reducer located on the floor where the cabin has stopped is moved to the passable position.

[0031] In a fourth step, the cabin is loaded and / or unloaded in the ready-to-pass position with the first door gap reduction. This means that people enter or exit the cabin. Alternatively, goods can also be loaded into or removed from the cabin.

[0032] After the fourth step, a first step preferably follows again to initiate the next journey of the cabin.

[0033] According to a preferred embodiment, the method comprises the following step: The first door gap reduction begins to move from the moving position to the passable position, after the first door gap reduction of the moving cabin has passed the last of the shaft door couplings or cabin door couplings to be passed.

[0034] The point at which the last of the shaft door couplings or cabin door couplings to be passed is the earliest possible point at which the first door gap reducer is moved back towards the passable position. Moving it earlier would result in collisions. This allows the first door gap reducer to be moved at a slower speed and / or ensures that it reaches the passable position sooner.

[0035] According to a preferred embodiment, the method comprises the following step: Completion of moving the first door gap reduction from the driving-ready to the passable position before or at the time when the cabin door reaches the open position.

[0036] The point at which the cabin door reaches the open position corresponds to the latest possible point at which the ready-to-pass position should ideally be reached. This, in turn, allows the first door gap reduction to be delayed more slowly. Alternatively, the movement of the first door gap reduction from the ready-to-drive to the ready-to-pass position can also be completed before the cabin door begins to open.

[0037] According to a preferred embodiment of the elevator system, the first door gap reduction in the ready-to-pass position bridges at least a partial door gap between a tread surface on the cabin door threshold and a tread surface on the shaft door threshold.

[0038] The shaft door threshold, the cabin door threshold, and the first door gap reducer are all accessible. They therefore have a tread surface that can be walked on. Preferably, if the cabin is located on a single floor, the tread surfaces are on the same level. The tread surface is preferably slip-resistant, i.e., textured or covered with a non-slip material. The door threshold may also have grooves to guide the door leaves. These grooves can be located at the top, bottom, or front of the respective door threshold.

[0039] According to a preferred embodiment of the elevator system, the first door gap reduction in the ready-to-travel position provides a passage area through which the shaft door coupling or the cabin door coupling is moved when the cabin is traveling.

[0040] The passage area is thus cleared in the direction of movement of the car door or the shaft door, next to the first door gap reducer. This clearing occurs when the first door gap reducer is moved out of the area where the passage area is formed by this movement. The passage area creates space in the door gap to allow passage of the shaft door coupling if the first door gap reducer is located on the car, or it creates space in the door gap to allow passage of the car door coupling if the first door gap reducer is located on the shaft door. Multiple door couplings can also pass through the passage area of ​​a door gap reducer attached to the shaft door if the elevator has multiple cars.Several shaft door couplings pass through the passage area of ​​a door gap reducer attached to the cabin door if the cabin travels to more than two floors.

[0041] According to a preferred embodiment of the elevator system, the second door gap reduction shifts in the opposite direction to the first door gap reduction.

[0042] Preferably, the two door gap reducers move away from each other when moving from the passable to the ready-to-drive position, and towards each other when moving from the ready-to-drive to the passable position. In the passable position, the first door gap reducer can touch the second door gap reducer. A passageway is created between the first and second door gap reducers. Advantageously, this passageway can be twice as wide at the same moving speed of the door gap reducers. Alternatively, the moving speed of the two door gap reducers can be halved to create a passageway of the same width.

[0043] In an alternative embodiment of the elevator system, a door gap reduction stop is permanently attached to the cabin next to the first door gap reducer. This creates the only passage area between the first door gap reducer and the door gap reduction stop.

[0044] The door gap reducer can be designed as an integral part of the cabin door threshold or the shaft door threshold. Alternatively, preferably the first door gap reducer, the second door gap reducer, and the door gap reducer stop are manufactured from a single profile. The profile can be a rolled or extruded metal profile. Cut sections of the profile can be rigidly connected to the cabin or shaft door, or, in particular, to the cabin door threshold or shaft door threshold, as a door gap reducer stop. Other cut sections of the profile can be arranged on the cabin or shaft door, or, in particular, on the cabin door threshold or shaft door threshold, as a first or second door gap reducer via linear guides.

[0045] According to a preferred embodiment of the elevator system, the first door gap reducer has a drive that moves the first and / or the second door gap reducer along the cabin door threshold or the shaft door threshold between the passable and the travel-ready position.

[0046] The drive can, for example, use a driven first roller to power a traction element that rotates over the first roller and a second roller. This traction element moves the first door gap reducer and, optionally, the second door gap reducer. Alternatively, a spindle drive can power both the first and second door gap reducers. In this case, the spindle drive preferably has opposite spindle pitches for the two sides, so that the driven door gap reducers move in opposite directions.

[0047] According to a preferred embodiment of the elevator system, the first door gap reduction in the ready-to-pass position can be blocked by a holding element.

[0048] It is advantageous that both door gap reducers are locked in the ready-to-pass position under an applied sliding force along the linear guides and cannot be moved. This prevents the first or second door gap reducer from sliding away along the linear guides when someone enters. Such sliding would be dangerous and could lead to accidents. The locking element can be a latch or a bolt. Such a latch or bolt is preferably unlockable by an actuator. Alternatively, the locking element can also be designed as a brake, which is released each time the door gap reducer is moved and otherwise preferably always engaged.

[0049] The spindle drive can also function as a locking element. For example, it can preferably be designed to be self-locking. This means that the door gap reducer can be moved by turning the spindle, but a force acting towards the linear guides on the first or second door gap reducer will cause enough friction on the spindle to block the movement. Alternatively, the spindle or its drive can also have a brake, latch, or bolt that locks the door gap reducers in the ready-to-use position.

[0050] According to a preferred embodiment of the elevator system, a first sensor reports to a control unit that the first door gap reducer is in the ready-to-pass position and / or a second sensor reports to the control unit that the first door gap reducer is in the ready-to-travel position.

[0051] Preferably, a third sensor reports to the control unit that the second door gap reducer is in the passable position and / or a fourth sensor reports to the control unit that the second door gap reducer is in the driving-ready position.

[0052] According to a preferred embodiment of the elevator system, the first door gap reduction on the cabin is arranged to be linearly displaceable between a passable and a driveable position.

[0053] When installing the first door gap reducer on the cabin, only that one cabin needs to have one. This is more economical than equipping all shaft doors with door gap reducers. This advantage remains even if the elevator system has multiple cabins.

[0054] According to a preferred embodiment of the elevator system, the first door gap reduction reduces the door gap distance between the cabin door sill and the shaft door sill to a residual distance, and the residual distance is at most half of the door gap distance.

[0055] The door gap is therefore the distance between the cabin door sill, which is preferably fixed to the cabin, and the shaft door sill, which is attached to the shaft door or shaft. The door gap is then reduced by the first door gap reducer located within the door gap.

[0056] The remaining gap is therefore less than half the door gap. This significantly reduces vibrations, for example when hospital beds are driven over. Additionally, it prevents the risk of getting stuck, for example with walking sticks or pointed shoes.

[0057] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally equivalent elements are provided with identical reference numerals. The drawings are schematic only and not to scale.

[0058] This shows: Fig. 1 a preferred embodiment with centrally closing telescopic door leaves in the ready-to-drive position with closed doors, Fig. 2 the embodiment made of Fig. 1 in a position ready to pass, but still with closed doors, Fig. 3 the embodiment from Fig. 1 in a position ready for passage with open doors, Fig. 4 shows the embodiment and configuration as in Fig. 1 In an isometric view of the cabin door, Fig. 5, the embodiment and configuration as shown in Fig. 3 In Fig. 6, an isometric view of the cabin door shows an embodiment with only one cabin door leaf and one shaft door leaf in a passable position with the door open; Fig. 7 shows the embodiment from Fig. 4 in a ready-to-drive position with the door closed, Fig. 8 the embodiment from Fig. 4 In a side view, Fig. 9An alternative embodiment with the first door gap reduction at the shaft doors.

[0059] Fig. 1 Figure 1 shows a horizontal section of an elevator system 1 with a cabin 2 that has stopped on a floor. The cabin walls 3 enclose the cabin 2 towards the shaft. The floor 50 and the cabin floor are at the same level. The elevator system 1 has a centrally closing cabin door with cabin door leaves 31a, 31b, 32a, and 32b. The cabin door leaves 31a, 31b, 32a, and 32b are guided on the cabin door sill 21. The elevator system 1 has a centrally closing shaft door symmetrical to the cabin door with shaft door leaves 41a, 41b, 42a, and 42b. The shaft door leaves 41a, 41b, 42a, and 42b are guided on the shaft door sill 22.

[0060] The cabin door leaves 31a and 31b move, driven by a door drive, twice as fast as the slower cabin door leaves 32a and 32b. When the first cabin door leaf 31a opens, a first cabin door coupling 33a attached to it engages the opposite shaft door coupling 43a and 43b. Fig. 3 The figure shows the doors in the open position. The cabin door coupling 33a contacts the shaft door couplings 43a and 43b in such a way that the shaft door 41a, together with the coupled shaft door 42a, is held in the open position. A door closing device (not shown) counteracts this and pushes the shaft door leaves 41a, 41b, 42a, and 42b towards the closed position. Similarly, the cabin door coupling 33b contacts the shaft door couplings 43c and 43d in such a way that the shaft door 41b, together with the coupled shaft door 42b, is held in the open position.

[0061] 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 cabin door sill 21 and the shaft door sill 22. Both door gap reducers 11 and 12, along with the door gap reducer stop 13, reduce the door gap distance A to a residual distance a. In the ready-to-pass position of the two door gap reducers, as shown in Fig. 2 and 3 As shown, the user only has to exceed or drive over the remaining distance a. Fig. 1 Figure 1 shows how moving the two door gap reducers 11 and 12 opens a passage area 14. Between the door gap reducer stop 13 and the first door gap reducer 11, a passage area 14 is opened for the first shaft door coupling 43a and 43b. Between the door gap reducer stop 13 and the second door gap reducer 12, a passage area 14 is opened for the second shaft door coupling 43c and 43d. Fig. 1 There is a safety distance between all components of the cabin and the shaft, which ensures the safe travel of cabin 2. Fig. 2 This shows a state where cabin 2 has just reached the floor. The door gap reducers 11 and 12 have already been moved into the ready-to-pass position, but the door leaves 31a, 31b, 31c, 31d, 41a, 41b, 41c, and 41d are not yet open. Continuing with the door gap reducers 11 and 12 in this position could damage the shaft door couplings 43a, 43b, 43c, and 43d. The Fig. 1 , 2 and 3 The embodiment shown is a preferred embodiment, preferably used in hospitals to transport patients in bed into an elevator with minimal vibration. The door gap reducers 11 and 12 and the door gap reducer stop 13 extend seamlessly across the entire width of the open door in the ready-to-pass position.

[0062] Fig. 4 and 5 show the cabin door of the embodiment of the Fig. 1 , the Fig. 2 and in the Fig. 3 in an isometric view. Fig. 4 shows the door leaves 31a, 31b, 31c and 31d in the closed position and the door gap reductions 11 and 12 in the ready-to-drive position. Fig. 5 Figure 1 shows the door leaves 31a, 31b, 31c, and 31d in the open position and the door gap reducers 11 and 12 in the ready-to-pass position. The cabin door threshold 21 forms a tread surface at the top and a mounting point for the 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 are visible. The first door gap reducer 11 and the second door gap reducer 12 are each mounted on the linear guide rail 61 via two guide bodies 62.

[0063] The drive 70 rotates a spindle via a shaft 71. The spindle comprises a first spindle section 72 which interacts with a first spindle nut 74 and, when the spindle rotates, moves the first door gap reducer 11. The spindle also comprises a second spindle section 73 which interacts with a second spindle nut 75 and, when the spindle rotates, moves the second door gap reducer 12. The thread orientation of the spindle sections 72 and 73 is opposite, so that rotation of the spindle in one direction results in movements of the first door gap reducer 11 and the second door gap reducer 12 in opposite directions to each other.Furthermore, the pitch of the spindle sections 71 and 72 is so shallow that the door gap reducers 11 and 12 can only be moved by rotating the spindles, but not by applying forces to the door gap reducers 11 and 12, even if these forces are applied in the direction of movement. The spindle is therefore self-locking and thus blocks the first door gap reducer 11 and the second door gap reducer 12 in the ready-to-pass position.

[0064] Fig 6 und 7 Figure 1 shows a minimal embodiment of the invention. The first door gap reducer 11 can be moved in the door gap between the shaft door threshold 22 and the cabin door threshold 21 such that, as shown in Figure 2, the door gap is reduced by a narrowing of the space between the shaft door threshold 22 and the cabin door threshold 21. Fig. 5 A passageway is created. The cabin door has only one cabin door leaf 31, and the shaft door has only one shaft door leaf 41. When the cabin is moving, the passageway 14, which is opened by the first door gap reducer 11 attached to the cabin 2, allows the shaft door couplings 43a and 43b to be passed on all floors without touching them.

[0065] Fig. 6 Figure 11 shows the first door gap reducer in the ready-to-pass position with the doors open. The door gap reducer 11 extends across the entire width of the open door. Fig. 7 shows the ready-to-drive position with the door closed.

[0066] Fig. 8 shows a side view of the embodiment from the Fig. 6 und 7 Cabin 2 can travel in the direction of the double arrow shown. The first door threshold 11 is located at the cabin door threshold 21 of cabin 2. This has the advantage that only cabin 2 has a door gap reducer.

[0067] Fig. 9 shows a side view of an alternative embodiment, which differs from the embodiment of the Fig. 6, Fig. 7 and Fig. 8 similar. However, in the embodiment in Fig. 9 The door gap reducers 11 are attached to the shaft door thresholds 22 instead of to the cabin door threshold 21. This reduces the load on the cabin door threshold 21.

[0068] Fig. 8 and Fig. 9 Both figures show that the cabin door coupling 33 is attached to the first cabin door leaf 31, and that the shaft door couplings 43a and 43b are attached to the respective shaft door leaf 41 on all floors. The shaft door leaf 41 is guided on the shaft door sill 22 in each case.

[0069] Finally, it should be noted that terms such as "comprising," "encompassing," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Reference numerals in the claims are not to be considered as limitations.

Claims

1. An elevator system (1) comprising: - a car (2), - a car door arranged on the car (2) with a car door panel (31, 31a, 31b, 32a, 32b) and a car door threshold so that the car door threshold (21) guides the car door panel (31, 31a, 31b, 32a, 32b) linearly between a closed position and an open position, - a shaft door with a shaft door panel (41, 41a, 41b, 42a, 42b), and the shaft door has a shaft door threshold (22) which guides the shaft door panel (41, 41a, 41b, 42a, 42b) linearly between a closed position and an open position, - a coupling mechanism having a car door coupling (33) which is connected to the car door panel (31, 31a, 31b, 32a, 32b) and a shaft door coupling (43) which is connected to the shaft door panel (41, 41a, 41b, 42a, 42b), wherein the car door coupling (33) and the shaft door coupling (43) can be coupled to one another in order to move the shaft door panel (41, 41a, 41b, 42a, 42b) and the car door panel (31, 31a, 31b, 32a, 32b) together, - a first door gap reduction element (11) which bridges the door gap between the car door threshold (21) and shaft door threshold (22), and the first door gap reduction element (11) can be shifted in a displacement direction which is parallel to the direction of displacement of the car door panel (31, 31a, 31b, 32a, 32b) between the closed position and the open position, and can thereby be shifted between a ready-for-crossing position and a ready-for-travel position, and a second door gap reduction element (12) is arranged on the shaft door threshold (22) or on the car door threshold (21) such that it can be shifted linearly, characterized in that a door gap reduction element stop (13) is securely attached to the car (2) between the first door gap reduction element (11) and the second door gap reduction element (12).

2. The elevator system (1) according to claim 1, characterized in that the first door gap reduction element (11) is arranged on the car (2) such that it can be shifted between a ready-for-crossing position and a ready-for-travel position.

3. The elevator system (1) according to claim 1 or 2, characterized in that the first door gap reduction element (11) in the ready-for-crossing position at least partially bridges a door gap between a walk-on area on the car door threshold (21) and a walk-on area on the shaft door threshold (22).

4. The elevator system (1) according to any of the preceding claims, characterized in that the first door gap reduction element (11) in the ready-for-travel position opens up a pass-through region (14) through which the shaft door coupling (43) or the car door coupling (33) is moved when the car (2) is traveling.

5. The elevator system (1) according to any of the preceding claims, characterized in that the first door gap reduction element (11) reduces a door gap distance (A) between the car door threshold (21) and the shaft door threshold (22) to a residual distance (a), and the residual distance (a) is a maximum of half the door gap distance (A).

6. The elevator system (1) according to any of the preceding claims, characterized in that the second door gap reduction element (12) moves in the opposite direction to the first door gap reduction element (11).

7. The elevator system (1) according to any of the preceding claims, characterized in that the first door gap reduction element (11) and / or the second door gap reduction element (12) have a drive (70) which shifts the first door gap reduction element (11) along the car door threshold (21) or the shaft door threshold (22) between the ready-for-crossing position and the ready-for-travel position.

8. The elevator system (1) according to any of the preceding claims, characterized in that a first sensor reports to a control unit that the first door gap reduction element (11) is in the ready-for-crossing position, and / or a second sensor reports to the control unit that the first door gap reduction element (11) is in the ready-for-travel position.

9. The elevator system (1) according to any of the preceding claims, characterized in that the first door gap reduction element (11) can be blocked in the ready-for-crossing position by a retaining element.

10. The elevator system (1) according to any of the preceding claims, characterized in that the first door gap reduction element (11) arranged on the shaft door extends the shaft door threshold (22) by a width (B2) which is greater than the projection of the shaft door coupling (43) over the car door threshold.

11. A method for operating an elevator system (1) according to any of the preceding claims, comprising the steps of: - shifting the first door gap reduction element (11) from the ready-for-crossing position to the ready-for-travel position, - moving the car (2) of the elevator system (1) with the first door gap reduction element (11) in the ready-for-travel position, and - shifting the first door gap reduction element (11) from the ready-for-travel position to the ready-for-crossing position, and - loading and / or unloading the car (2) with the first door gap reduction element (11) in the ready-for-crossing position.

12. The method according to claim 13, further comprising the step of - starting to shift the first door gap reduction element (11) from the ready-for-travel position to the ready-for-crossing position after the first door gap reduction element (11) of the traveling car (2) has passed the last of the shaft door couplings or car door coupling (33) to be passed.

13. The method according to claim 14, comprising the step of - completing the displacement of the first door gap reduction element (11) from the ready-for-travel position to the ready-for-crossing position before or at the time the car door reaches the open position.