Door system

Abstract

The invention relates to a door system, an elevator, and a method for opening a door system. The door system comprises at least one set of shaft doors, one set of cabin doors, a cabin door drive, and a door coupling for coupling the cabin doors to the shaft doors. The set of cabin doors comprises an electrically activatable cabin door locking means, by means of which the set of cabin doors can be locked and unlocked in the closed position. The first part of the door coupling comprises a contact element, wherein the contact element has a length measurement in a longitudinal direction, which length measurement is greater than the guide flange spacing. The contact element has a width measurement in a width direction, which width measurement is smaller than the guide flange spacing. The contact element is arranged on the set of cabin doors so as to be rotatable between the first guide flange and the second guide flange. A lever is connected to the drive means and the lever is rigidly connected to the contact element, so that, by means of moving the drive means from an uncoupled position, in which, owing to the width measurement, the contact element is arranged with clearance between the first and the second guide flange, into a coupling position, in which the contact element contacts the first and the second guide flange.

Description

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

[0002] In an elevator, a cabin typically travels vertically in a shaft between different floors or levels within a building. On each floor, passengers can enter and exit the cabin, and other goods can be loaded into or unloaded from it. To allow access to the cabin, shaft doors are located on each floor, and the cabin has its own door. The cabin door comprises at least one door leaf, and the shaft door also comprises at least one shaft door leaf. Together, the cabin door and the shaft door form a closable passageway between the cabin and the floor, or vice versa. To ensure the cabin door remains securely closed during travel, it is equipped with a door interlock that locks one or more door leaves while the elevator is in motion.The shaft door also has a shaft door lock that keeps one or more shaft door leaves locked, at least when the cabin is not inside.

[0003] FR 3011868 A1 shows an elevator door with a system for locking the doors.

[0004] The cabin door also features a drive mechanism designed to open and close the cabin door panels. Typically, this movement of the cabin door panels is transferred to the corresponding shaft door panels on the next floor via a door coupling. This is achieved by the first part of the door coupling on the cabin door interacting with a second part of the door coupling on the shaft door.

[0005] US5485896A shows a simple design of a door coupling. However, this design requires a separate drive for the door coupling. This makes this solution complex to manufacture.

[0006] Therefore, one task can be seen as providing a cost-effective door system.

[0007] According to a first aspect of the invention, a door system solves the problem. The door system comprises at least one shaft door, one cabin door, one cabin door drive, and one door coupling for connecting the cabin door to the shaft door. The cabin door and the shaft door are movable between an open position and a closed position. The cabin door has an electrically activated cabin door lock by which the cabin door can be locked and unlocked in the closed position. The shaft door has a separate electrically activated shaft door lock by which the shaft door can be locked and unlocked in the closed position. The cabin door drive comprises a motor and a drive element. The cabin door can be moved from the closed position to an open position and back again by means of the drive element.The door coupling has a first part, which is arranged on the cabin door, and a second part, which is arranged on the shaft door. The second part of the door coupling has at least one first vertically oriented guide web projecting from the shaft door and a second vertically oriented guide web projecting from the shaft door. The first and second guide webs are arranged at a guide web spacing from each other. The first part of the door coupling has a contact body, the contact body having a length dimension along a longitudinal direction that is greater than the guide web spacing. The contact body has a width dimension along a lateral direction that is less than the guide web spacing. The contact body is rotatably arranged on the cabin door between the first and second guide webs.A lever is connected to the propellant and the lever is connected to the contact body in a rotationally fixed manner, so that the contact body can be rotated by means of a movement of the propellant from a decoupled position, in which the contact body is arranged with play between the first and the second guide web due to the width dimension, into a coupling position in which the contact body touches the first and the second guide web.

[0008] According to a second aspect of the invention, an elevator solves the problem. The elevator comprises a door system according to the first aspect of the invention, a position measuring device, a cabin, and a control unit. The position measuring device detects the position of the cabin. The control unit evaluates the position and controls the opening and closing of the door system.

[0009] According to a third aspect of the invention, a method for operating an elevator according to the second aspect of the invention solves the problem. The method comprises the following steps: The cabin door is coupled to the shaft door by the door drive, which first moves the propellant a distance in the opening direction, thereby rotating the contact body until the door coupling is engaged. The cabin door and shaft door are unlocked via an electrical signal to the cabin door lock and the shaft door lock. The cabin door opens by the door drive, which then moves the propellant a second distance in the opening direction, thereby engaging the shaft door.

[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 cabin door and the shaft door together allow passage from any floor of the elevator into the cabin. The shaft door also closes the shaft when needed, preventing people from falling in. Similarly, the cabin door closes the cabin when needed, preventing people inside from touching the moving surfaces of the shaft while the elevator is in motion.

[0012] The cabin door and the shaft door can be designed in various ways. For example, the cabin door and the shaft door can be a roller door, a folding door, a cabin door leaf, or a shaft door leaf. These designs can be opened vertically or horizontally.

[0013] The cabin door and the shaft door are preferably movable together between the open and closed positions. In particular, if the cabin on a floor opens its doors normally, they will open together. However, it is also possible to move the doors separately in emergency situations or during maintenance.

[0014] The door system, through the combination of electrically activated cabin door locks, electrically activated shaft door locks, and a simple door coupling, offers the advantage of very cost-effective manufacturing. The door coupling serves solely to couple the movement of the shaft door to the cabin door. This allows for a very simple design, as it does not, for example, mechanically activate a locking mechanism.

[0015] During a journey, a cabin is preferably moved vertically along its travel path. Once the cabin reaches a floor, i.e., when the accessible surface of the cabin floor and the accessible surface of the floor on the floor are essentially at the same height, and optionally, when the cabin has essentially come to a stop, the cabin door is opened by the cabin door drive using the propellant. The fact that the cabin is at the height of a floor, and optionally that the cabin has essentially come to a stop, can be determined by the position measuring device. The position measuring device determines the position and, optionally, the speed of the cabin along its travel path. The position measuring device transmits position measurement data to a control unit of the elevator. The control unit can be at least partially integrated into the position measuring device.The control unit can control the door drive and thus the opening and closing of the cabin door and the shaft door. The control unit can also take into account the position measured by the position measuring device.

[0016] The longitudinal direction is the straight line connecting two points of the contact body that are at a maximum distance from each other, preferably in a projection onto the plane of the shaft door or the cabin door. The lateral direction is parallel to the distance between two planes between which the contact body lies, so that the contact body is in contact with both planes. Preferably, the two planes are also perpendicular to the cabin door or the shaft door and parallel vertically, i.e., perpendicular to the direction of door movement, particularly when the contact body is in the decoupled position.

[0017] The contact body touches the first and second guide ribs in the coupling position because its longitudinal dimension is longer than the distance between the first and second guide ribs. Therefore, when the contact body rotates, it makes contact with both the first and second guide ribs.

[0018] The first part of the door coupling is located on the cabin door. This first part of the door coupling includes the contact body. During travel, the longitudinal direction of the contact body is oriented vertically along the direction of travel. The lateral direction is preferably perpendicular to the longitudinal direction and is therefore horizontally oriented in this orientation. The contact body is positioned far enough away from the cabin door, and the first and second guide rails project from the shaft door, such that the contact body is, at least partially, located between the first and second guide rails. The contact body is positioned far enough away from the shaft door, and the guide rails are positioned far enough away from the cabin door.

[0019] Since the width dimension is smaller than the guide rail spacing, the contact element can pass through the second part of the door coupling, specifically the first and second guide rails, without contact. For this purpose, the contact element is preferably positioned centrally between the first and second guide rails. This prevents noise and vibrations during cabin operation when the first part of the door coupling passes through the second part, which is preferably attached to each shaft door.

[0020] Preferably, the first guide rail is arranged parallel to the second guide rail.

[0021] According to a preferred embodiment, the contact body is made of an elastomer. Elastomers can be understood to be, in particular, vulcanizates of natural or synthetic rubber. This has the primary advantage that the coupling process is very quiet.

[0022] The first step in opening the cabin door involves coupling the cabin door and the shaft door. To couple the cabin door to the shaft door, the contact body is rotated by a certain angle. This rotates the longitudinal direction of the contact body, causing it to contact the first and second guide rails at specific points. This rotation is effected by the lever, which is rigidly connected to the contact body. Preferably, the contact body and the lever are designed as a single unit and are rotatably mounted on a surface of the cabin door. This mounting can be achieved, for example, by means of a bearing pin attached directly to the cabin door or to a base mounted on the cabin door. One end of the lever is connected to the contact body, and the other end of the lever is preferably pivotally connected to the drive mechanism of the cabin door actuator.To reverse the direction of rotation from the vertical to the twisted direction, the door drive motor displaces the drive element by an initial distance. The drive element is displaced far enough to rotate the lever by the coupling angle, and consequently, the contact body is also rotated by the same coupling angle. Since the contact body is rigidly connected to the lever, both the contact body and the lever rotate by the same common coupling angle.

[0023] If the contact body is not yet coupled, the lever preferably deviates from the vertical by a lead angle. If the contact body is coupled, the lever preferably runs substantially vertically.

[0024] The cabin door and the shaft door are coupled as soon as the contact body touches the first guide rail and the second guide rail.

[0025] The propellant is characterized by the fact that at least parts of it move linearly along the door opening direction, and that the cabin door is moved by the propellant through its indirect coupling to the cabin door via the contact element and the lever. The propellant can be designed, for example, as a spindle drive, rack and pinion drive, scissor linkage, hydraulic cylinder, or pneumatic cylinder.

[0026] According to a preferred embodiment, the propellant is designed as a propellant circulating around a first roller and a second roller, and preferably the first roller is driven by the door drive.

[0027] Both rollers are preferably arranged on the cabin door frame. The first roller is preferably located at the door drive. The second roller is arranged opposite the first roller on the door frame. The driving element running over the roller can be a chain, a rope, a belt, or a toothed belt.

[0028] Preferably, the longitudinal direction of the contact body is rotated from the vertical direction by a coupling angle of between 10° and 80° in the coupled state. More preferably, the coupling angle is between 15° and 40°. Even more preferably, the coupling angle is 30°. This has the advantage that the initial distance traveled by the propellant for coupling is short. The contact body touches the first guide rib at a first contact point and the second guide rib at a second contact point. The two contact points prevent further rotation of the contact body. This results in the advantageous effect that, when the door is subsequently opened, a force applied by a door closing device increases or at least maintains a contact force at the contact points between the contact body and the guide ribs.This means that all elements – from the motor of the cabin door drive, through the propellant, the contact body, the guide rails, and the door closing device of the shaft door – are pre-tensioned against each other. They are therefore all pressed together, so that the movement of the motor is transmitted to the cabin door and the shaft door without any backlash.

[0029] The coupling angle can be the same as the lead angle. In that case, the lever is essentially vertically aligned in the coupled position.

[0030] Alternatively, the coupling angle can be between 70° and 110°, or preferably 90°. For this purpose, the contact body or lever has a stop that prevents further rotation after the coupling angle has been reached. In such a case, the lead angle is preferably 45°. This allows the lever to move 90° between the coupled position, which deviates by 45° from a vertical direction, and the uncoupled position, which also deviates by 45° from a vertical direction. The coupled and uncoupled positions are therefore symmetrical to each other with respect to the vertical direction.

[0031] In the embodiment where the longitudinal direction is rotated approximately 90° from the vertical, it is particularly advantageous that the high friction of the elastomers holds the contact body in the 90° rotated position. The elastomers generate high frictional forces because the contact body is clamped between the first and second guide ribs. In this case, the length dimension is only slightly larger than the guide rib spacing, preferably between one part per thousand and 5%.

[0032] In both alternatives, the contact points now prevent any relative movement of the shaft door to the cabin door.

[0033] Since the cabin door and the shaft door are connected when coupled, the shaft door lock can be opened. It is advantageous that both the cabin door lock and the shaft door lock are electrically actuated. The current for unlocking the electrically actuated cabin door lock can be supplied directly on the cabin by a control unit. Similarly, a control unit on the floor or in the engine room can supply the current for activating the shaft door lock. Preferably, both locks have a monitoring device that monitors their position.

[0034] The shaft door lock and the cabin door lock can be essentially identical in design. The electrical activation of the locks is based on the principle that a control unit generates signals that cause the shaft door lock or the cabin door lock to open or close. Preferably, unlocking occurs directly via the power supply to a solenoid; that is, preferably, the control unit energizes a solenoid, which then opens the lock. The current can be generated directly in or at the control unit. Alternatively, the control unit can send a command via a bus system to an activation component, whereupon the activation component switches on the current, which then activates the solenoid.

[0035] The signal lines for the shaft door lock and the car door lock can be connected directly via a single cable. Alternatively, a bus system can be used, which then sends additional status data from the shaft door lock or the car door lock back to the elevator's control unit. This status data includes, for example, the state of the car door lock or the shaft door lock, data on the duration of door movements, or the drive's power consumption.

[0036] In an advantageous embodiment, the solenoid is energized, causing the locking mechanism to open by disengaging a bolt from its engagement with a bolt stop. Once the power supply is interrupted, the bolt re-engages with the bolt stop, for example, by a spring or weight biasing the bolt towards the engaged position. Furthermore, the bolt can be designed so that the locking mechanism can be engaged when the power supply is switched off by moving the bolt over the bolt stop via a chamfer on one side. It can thus function like a snap lock.

[0037] Once the cabin door lock and the shaft door lock are open, the door drive can move the propellant a second distance in the opening direction. This moves the cabin door and the shaft door together into the open position. As soon as both doors have left the locking area, the activation of the cabin door lock and the shaft door lock can be terminated. This saves energy.

[0038] According to a preferred embodiment, the method further comprises the step: Closing the cabin door and the shaft door.

[0039] Moving the first cabin door leaf into the closed position, i.e., closing the doors, is the reverse process. The cabin door lock and the shaft door lock can preferably remain deactivated if the respective bolts are chamfered.

[0040] According to a preferred embodiment, the method further comprises the following steps: Closing the cabin door by having the cabin door drive move the propellant a third distance in the direction of closing until the first cabin door is closed, locking the cabin door and the shaft door and decoupling the door coupling by having the cabin door drive move the propellant a fourth distance in the direction of closing.

[0041] The door drive moves the propellant a third distance, thus closing the doors. Preferably, the movement is controlled such that the speed of movement is very low upon reaching the closed position, or the door drive preferably stops briefly. This prevents the doors from colliding, and the doors close quietly. The locking mechanism can remain deactivated during closing. For this purpose, the cabin lock and the shaft lock can, for example, have a snap mechanism, preferably implemented with a chamfered bolt. The cabin lock and the shaft lock are preferably activated during closing to reduce locking noise and, for example, prevent snapping sounds. Otherwise, the snap mechanism could, for example, cause a snapping sound when passing the locking stop.After locking, the propellant is moved a fourth distance by the door drive, and the cabin door is decoupled from the shaft door. The cabin can now be safely moved along its travel path again.

[0042] The bolt stop can be designed as a lug on the cabin door or as a recess in the cabin door. The bolt is preferably pre-tensioned by a spring so that, when the cabin door lock or shaft door lock is not engaged, the bolt is potentially engaged with the bolt stop.

[0043] According to a preferred embodiment, the cabin door has at least one first cabin door leaf and the shaft door has at least one first shaft door leaf.

[0044] The first cabin door leaf and / or the first shaft door leaf is a fixed door leaf. Preferably, the door leaf is flat and rectangular and arranged to slide transversely to the direction of passage through the door. The first and second guide rails can be attached to the shaft door leaf. The bearing or the base serving to support the contact element can be arranged on the cabin door leaf.

[0045] According to a preferred embodiment, the cabin door has a second cabin door leaf, and the shaft door has a second shaft door leaf, wherein a first door coupling couples the first cabin door leaf to the first shaft door leaf, and in particular a second door coupling couples the second cabin door leaf to the second shaft door leaf.

[0046] In a first alternative embodiment, the first and second cabin door leaves can be moved telescopically. The first cabin door leaf moves faster, in particular twice as fast, as the second cabin door leaf. It is advantageous here that the door coupling and the cabin door lock are attached to the faster-moving first door leaf. Similarly, the coupled first shaft door leaf preferably moves twice as fast as the second shaft door leaf. The movement of the second shaft door leaf is effected by a mechanism that transmits the movement of the first shaft door leaf to the second shaft door leaf at a 50% reduction.

[0047] In a second alternative design, a second door coupling can connect the second cabin door leaf to the second shaft door leaf. This is particularly advantageous for centrally opening doors. With centrally opening doors, the door leaves open away from each other in opposite directions. This means the two shaft doors do not need to be coupled together but can move independently. This eliminates the need for an additional mechanism, such as circulating cables, for each shaft door, which would otherwise be required for this coupling.

[0048] In other words, the cabin has a second door coupling for a second cabin door leaf and a second shaft door leaf.

[0049] The two shaft door leaves are preferably used in the same way as the two cabin door leaves.

[0050] According to a preferred embodiment, the contact body, the first guide web and the second guide web are arranged above the cabin door and / or above the shaft door.

[0051] "Above the cabin door or the shaft door" describes the door coupling as being located above an infinitely extended horizontal plane that is tangentially adjacent to an upper end of the shaft door and / or the cabin door, and in particular to an upper end of the first shaft door leaf and / or the first cabin door leaf.

[0052] Since the door coupling is located above the cabin door or shaft door, at least parts of the coupling can be positioned vertically above the door, reducing the space required between the cabin and shaft doors. This allows the shaft and cabin doors to be positioned very close together, as components such as the lever or a support structure for the guide rails can be located outside the gap between them. Thus, the shaft and cabin doors are positioned very close to each other, leaving more space to create a larger cabin interior.

[0053] According to a preferred embodiment, the door system has a preloading device that applies a preload force to the contact body in the direction of the decoupled alignment.

[0054] The preload force in the decoupled alignment ensures that the contact body does not unintentionally twist out of this alignment during travel. Such a twist could cause the guide elements on a floor to come into contact with it.

[0055] The preload can be designed such that, for example, a torsion spring is connected to the contact body, its unloaded position oriented so that the contact body is aligned along the direction of travel. Alternatively, a tension spring can be connected to the contact body such that its shortest length is reached when the contact body is aligned along the direction of travel. Another alternative embodiment involves placing a stop between the cabin door and the contact body. The lever is preloaded by a spring so that it is pressed against the stop. When the lever is against the stop, the contact body is aligned along the direction of travel.

[0056] According to a preferred embodiment, the preload device is designed as an elastomer torsion spring. Such elastomer torsion springs are sold, for example, by the company Rosta as Rosta elements. They act simultaneously as a bearing element and as a return spring.

[0057] According to a preferred embodiment, the first guide web and the second guide web have a common guide web base.

[0058] The common guide rail base can be a separate element, such as a guide rail support. The guide rail support defines the guide spacing. Preferably, it also has bores and / or threads for attaching the guide rails to the guide rail support and the guide rail support to the shaft door.

[0059] Alternatively, and preferably, the common guide base can be designed such that the first guide, the common guide base, and the second guide together form a single body. Preferably, they form a U-profile, with the common guide base encompassing the central part of the U-profile. The U-profile can be designed such that the guide spacing is fixed and therefore, in particular, cannot be changed. Furthermore, the guide base can be used to attach the U-profile to the shaft door, for example, with screws. The guide base can also have elongated holes that allow the U-profile to be easily positioned and aligned correctly, so that the contact body is located midway between the first and second guides, and that the guides are aligned along the travel path.

[0060] According to a preferred embodiment, a connector connects the lever to the propellant, and the connector connects a first end of the propellant to a second end of the propellant.

[0061] The connector thus closes the circulating propellant into a closed loop and allows the length of the propellant to be adjusted to the distance between the rollers. Furthermore, the connector preferably has a pin or bore, enabling a flexible connection to the lever.

[0062] According to a preferred embodiment, the door system has a door closing device on the shaft door, wherein the force of the door closing device is greater than the tensile force exerted by the driving element on the lever to move the contact body into the coupling position. Door closing weights or door closing springs can be used as door closing devices.

[0063] In other words, the propellant moves the lever, bringing the contact element into the coupling position. The force required for this is less than the closing force of the door closer. This ensures that the shaft door and the cabin door are not yet open when the coupling position is reached. This prevents the still-locked bolt from being subjected to any stress. This, in turn, ensures that the bolt can be easily disengaged when the locks are activated, i.e., opened. As soon as the propellant moves the lever further, its force exceeds the closing force, and the cabin door and the shaft door coupled to it open.If the propellant were to open the cabin door before the locking mechanism is released, at least one of the cabin doors or the shaft door could be obstructed by the corresponding bolt, preventing the bolt from being moved into the open position due to friction. This effect can occur at the cabin door bolt, the cabin door itself, or the shaft door bolt.

[0064] According to an alternative embodiment, the method further includes the step. After coupling and before unlocking, the door drive is reset to relieve the locking mechanism.

[0065] By relieving the stress on the locking mechanism, it is possible to equip the locking mechanism with a weak, and therefore cost-effective, actuator.

[0066] This is particularly advantageous if the longitudinal direction is rotated by approximately 90° from the vertical direction, and the force required at the lever is greater than the closing force of the door closing device. In this case, it ensures that the bolt is not subjected to stress and can be opened easily.

[0067] 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.

[0068] This shows: Fig. 1 a cabin door 21, Fig. 2 a shaft door 22 matching the cabin door 21, Fig. 3 a horizontal section through the door coupling, Fig. 4 a view of the door coupling in the coupled position, Fig. 5 a view of the door coupling in the coupled position, Fig. 6 an elevator 100

[0069] Fig. 1 Figure 1 shows the cabin door 21 of elevator 100. The door system 1 is designed as a telescopically opening cabin door 21. A first cabin door leaf 21a opens twice as fast as a second cabin door leaf 21b. The first and second cabin door leaves 21a, 21b are guided at their lower ends by a door threshold 3a. In the open position, both cabin door leaves 21a, 21b would be located to the right below the door drive 4. The mechanism that causes the first cabin door leaf 21a to move twice as fast as the second cabin door leaf 21b in the telescopically opening doors is not shown. A door drive 4 is mounted on the door jamb 2a. The door drive 4 moves a propellant 14 via a roller 5. The propellant 14 is guided by the two rollers 5, which are arranged at essentially opposite ends of the door jamb 2a.A connector 15 connects the ends of the propellant 14 and also establishes a connection between the propellant 14 and the lever 18. The lever 18 is rotationally fixed to the contact body 13. They thus form a unit. This unit, consisting of the lever 18 and the contact body 13, is mounted on a bearing 51 located at the base 17. The base 17 is designed such that the base 17 and the lever 18 lie essentially vertically above and above the first cabin door leaf 21a. Essentially, only the contact body 13 projects beyond a projection of the first cabin door leaf 21a in order to couple with the opposite first shaft door, or rather with the first and second guide rails attached to it.

[0070] The first cabin door leaf 21a has a bolt stop 34. The bolt 33 of the cabin door lock 31 engages the bolt stop 34 when the cabin door lock 31 is not activated. This locks the cabin door 21, and in particular the first cabin door leaf 21a. The cabin door lock 31 is activated by activating the actuator 32 of the cabin door lock. For this purpose, the actuator 32 can have a solenoid that is energized for activation, and the solenoid then uses a magnetic force to lift the bolt 33 out of engagement with the bolt stop 34. The counterforce can be the weight of the bolt or the force of a spring.

[0071] Fig. 2 The shaft door 22 shows the connection to the cabin door 21 of the Fig. 1 together in a door system 1. The door system 1 comprises the combination of the cabin door 21 as shown in Fig. 1 shown and the corresponding shaft door 22 as in Fig. 2 shown. The one in the Fig. 2 The components of the door system 1 shown are essentially reversed compared to the representation of similar components of the cabin door 21 in Fig. 1 , because the shaft door shows a view from the opposite direction.

[0072] The shaft door 22 also opens telescopically. The first shaft door leaf 22a and the second shaft door leaf 22b are guided along the shaft door sill 3b and the shaft door jamb 2b. The shaft door locking mechanism 41 is also constructed analogously to the cabin door locking mechanism. In its inactive state, a shaft door bolt 43 engages a shaft bolt stop 44. The actuator 42 of the shaft door locking mechanism can be energized to lift the bolt 43 out of engagement with the bolt stop 44.

[0073] A first guide rail 11 and a second guide rail 12 are attached to the first shaft door leaf 22a. The two guide rails 11 and 12 are arranged such that the contact element 13 is positioned between the first guide rail 11 and the second guide rail 12. The contact element 13 is shown with a dashed line because it is attached to the cabin door 21 and would therefore not normally be visible when looking at the shaft door 22. This illustrates where the contact element 13 would be located if the cabin 7 were on the same floor. The guide rails 11 and 12 are attached independently of each other to the first shaft door leaf 22a. Furthermore, a portion of the guide rails 11 and 12 extends vertically across the first shaft door leaf 22a. Only enough of the guide webs 11, 12 protrudes beyond the first shaft door leaf 22a to allow coupling with the opposite contact body 13.

[0074] Fig. 3 Figure 1 shows a horizontal section through a deactivated door coupling. The contact body 13 is spaced apart from the guide rails 11 and 12. The cabin can therefore pass the floor without touching the guide rails 11 or 12.

[0075] Guide rails 11 and 12 exhibit a preferred design. The first guide rail 11 is connected to the second guide rail 12 via a guide rail base 50.

[0076] The guide base 50 of the two guide rails 11, 12 is attached directly to the front of the shaft door 22. In a more advantageous arrangement, the guide base 50 would be attached to the top of the shaft door 22, and only the guide rails 11 and 12 would project into the gap between the shaft door 22 and the cabin door 21.

[0077] The situation is similar with the bearing 51 of the contact body 13. The bearing 51 of the contact body 13 is attached directly to the front of the cabin door 21. In a more advantageous arrangement, the bearing 51 would be attached to the top of the cabin door 21, and only the contact body 13 would protrude into the gap between the shaft door 22 and the cabin door 21.

[0078] Fig. 4 and Fig. 5 show in detail how the contact body 13 and the guide webs 11 and 12 interact. Fig. 4 This shows the situation with the door coupling deactivated. This allows the elevator to be moved without the contact body 13 on the car door touching the guide rails 11 and 12 on the shaft door. Fig. 5 shows the situation of the activated door coupling, in which the shaft door and the cabin door are coupled.

[0079] The contact body has a length dimension L along a longitudinal direction and a width dimension B along a width direction.

[0080] The guide webs 11 and 12 are arranged parallel to each other at a guide web distance D.

[0081] The lever 18 and the contact body 13 are connected to each other at the lower end of the lever 18. The bearing 51 of the contact body 13 is located in the center of the contact body 13. The bearing 51 is designed in the form of an elastomeric torsion spring such that the Fig. 4 The situation shown corresponds to an unstressed position of the elastomer torsion spring. The angle of attack α is formed between the vertical and the lever 18. The upper end of the lever 18 is attached to a connector 15. The connector 15 transmits the movement of the propellant 14 to the lever 18. Preferably, it also holds the two ends of the propellant, often in the form of a pull rope or toothed belt, together.

[0082] To activate the door coupling, the drive element 14 is moved to the left by the door drive. With the door coupling activated, the contact body touches the guide webs 11 and 12 at two contact points 16. A first contact point 16 touches the first guide web 11, and a second contact point touches the second guide web 12. The contact body 13 is now rotated by a coupling angle β. The coupling angle β is preferably equal to the lead angle α. Thus, the lever is in Fig. 5 vertically aligned.

[0083] Once the door coupling is activated, the cabin door lock 31 and the shaft door lock 41 can be unlocked. To open the cabin door 21 and the shaft door 22 together against the force of the door closing device on the shaft door 22, the propellant 14 is moved further to the left. This increases the force at the contact point 16 between the contact body 13 and the first guide rail 11, and the cabin door 21 and the shaft door 22 open together.

[0084] The closing of the cabin door 21 and the shaft door 22 occurs in reverse order. It is advantageous to select the movement path of the propellant 14 such that the propellant is in the position described in Fig. 5 The image shows the door briefly pausing. This also allows the cabin door 21 and the shaft door 22 to stop in the position where they can be locked. This ensures a quiet closing process.

[0085] Fig 6Figure 1 shows a side view of the elevator 100. The car 7 has a car door 21, which is opposite a shaft door 22. A control unit 6 receives signals from a position measuring device 60, which determines the position along a positioning belt 61 arranged in the shaft. The control unit 6 controls the door drive 4, the car door lock, and the shaft door lock. The signal to the shaft door lock can be transmitted to the shaft door via another control unit in the machine room, or, for example, directly to the shaft door via radio. The control unit 6, which is preferably arranged on the car, can, for example, also forward the signals from the position measuring device 60 to a main control unit, for example, in a machine room, or receive and execute commands from the main control unit to open or close the door.

[0086] 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. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps from other embodiments described above. Reference numerals in the claims are not to be considered as limitations.

Claims

1. A door system (1) for an elevator (100), wherein the door system (1) has at least one shaft door (22), a car door (21), a car door drive (4) and a door coupling for coupling the car door (21) to the shaft door (22), and the car door and the shaft door are movable between an open position and a closed position, wherein the car door (21) has an electrically activated car door lock (31) by which the car door (21) can be locked and unlocked in the closed position, the shaft door (22) has a separate electrically activated shaft door lock (41) by which the shaft door (22) can be locked and unlocked in the closed position, the car door drive (4) comprises a motor and a drive means (14), and the car door (21) can be moved from the closed position to an open position and back by means of the drive means (14), characterized in that the door coupling has a first part which is arranged on the car door (21) and a second part which is arranged on the shaft door (22), the second part of the door coupling has at least one vertically aligned first guide web (11) projecting from the shaft door (22) and a vertically aligned second guide web (12) projecting from the shaft door (22), and the first and second guide webs (11, 12) are arranged at a guide web distance from one another, the first part of the door coupling on the car door (21) has a contact body (13), wherein the contact body (13) has a length dimension (L) along a length direction that is greater than the guide web spacing (D), and the contact body (13) has a width dimension (B) along a width direction that is smaller than the guide web spacing (D) wherein the contact body (13) is arranged rotatably on the car door (21) between the first guide web (11) and the second guide web (12), a lever (18) is connected to the drive means (14) and the lever (18) is connected in a rotationally fixed manner to the contact body (13), so that the contact body (13) can be rotated by means of a movement of the drive means (14) from a decoupled position, in which the contact body is arranged with play between the first and the second guide web due to the width dimension, into a coupling position, in which the contact body touches the first and the second guide web.

2. The door system (1) according to claim 1, characterized in that the car door (21) has at least one first car door leaf (21a), and the shaft door (22) has at least one first shaft door leaf (22a).

3. The door system (1) according to claim 1 or 2, characterized in that the contact body (13), the first guide web (11) and the second guide web (12) are arranged above the car door (21) and / or above the shaft door (22).

4. The door system (1) according to any of the preceding claims, characterized in that the door system (1) has a pretensioning device which applies a pretensioning force to the contact body (13) in the direction of the decoupled alignment.

5. The door system (1) according to claim 4, characterized in that the pretensioning device is designed as an elastomer torsion spring.

6. The door system (1) according to any of the preceding claims, characterized in that the first guide web (11) and the second guide web (12) have a common guide web base (50).

7. The door system (1) according to any of the preceding claims, characterized in that the drive means (14) is designed as a drive means (14) rotating around a first roller (5) and a second roller (5), and preferably the first roller is driven by the door drive.

8. The door system (1) according to claim 7, characterized in that a connector (15) connects the lever (18) to the drive means (14), and that the connector (15) connects a first end of the drive means (14) to a second end of the drive means (14).

9. The door system (1) according to any of the preceding claims, characterized in that the door system (1) has a door closing device on the shaft door (22), wherein the force of the door closing device is greater than the tensile force which the pull cable exerts on the lever (18) in order to move the contact body (13) into the coupling position.

10. The door system (1) according to any of the preceding claims 2 to 9, characterized in that the car door (21) has a second car door leaf (21b), and the shaft door (22) has a second shaft door leaf (22b), wherein a first door coupling couples the first car door leaf (21a) to the first shaft door leaf (22a), and in particular a second door coupling couples the second car door leaf (21b) to the second shaft door leaf (22b).

11. An elevator (100) comprising a door system (1) according to any of the preceding claims, characterized in that the elevator (100) comprises a position-measuring device (60), a car (7) and a control device (6), wherein the position-measuring device (60) detects a position of the car, the control device (6) evaluates the position and controls the opening and closing of the door system (1).

12. A method for operating an elevator (100) according to claim 11, comprising the steps: - coupling the car door (21) to the shaft door (22) by the car door drive (4) displacing the drive means (14) a first distance in the direction of opening and thereby rotating the contact body (13) until the door coupling is coupled. - unlocking the car door (21) and the shaft door (22a) via an electrical signal to the car door lock (31) and the shaft door lock (41). - opening the shaft door (22) by the car door drive (4) moving the drive means (14) a second distance in the direction of opening while taking the shaft door (22) with it.

13. The method according to claim 12, further comprising the step - after coupling and before unlocking, the door drive (4) is reset to relieve the locking mechanism.

14. The method according to claim 12 or 13, further comprising the step - closing the car door (21) and the shaft door (22).

15. The method according to any of claims 12 to 14, additionally comprising the step: - closing the car door (21) by the car door drive (4) moving the drive means (14) a third distance in the direction of closing until the first car door (21) is closed, - locking the car door (21) and the shaft door (22) and - uncoupling the door coupling by the car door drive (4) moving the drive means (14) a fourth distance in the closing direction.

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