Door gap reduction of an elevator system

Abstract

The present invention relates to an elevator system and a method for operating the elevator system. The elevator system comprises a car and a car door arranged on the car, having a car door leaf and a car door threshold. The elevator system further comprises a shaft door having a shaft door leaf, and the shaft door has a shaft door threshold. The elevator system further comprises a coupling mechanism, which has a car door coupling connected to the car door leaf, and a shaft door coupling connected to the shaft door leaf. The car door coupling and the shaft door coupling can be coupled to one another in order to move the shaft door leaf and the car door leaf together. The elevator system further comprises a first door gap reduction element, which bridges the door gap between the car door threshold and shaft door threshold. The first door gap reduction element can be displaced in a displacement direction, which is parallel to the direction of displacement of the car door leaf between the closed position and the open position. As a result, the first door gap reduction element can be displaced between a ready-to-cross position and a ready-to-move position.

Description

[0001] Reducing the door gap in an elevator system

[0002] The present invention relates to an elevator system and a method for operating the elevator system.

[0003] In an elevator system, a car is typically moved vertically along a travel path between different floors or levels within a building. To facilitate loading and unloading, as well as entry and exit, the car is equipped with doors. These doors include car doors that separate the car from the shaft, and landing doors that separate a floor from the shaft. The car doors and landing doors open simultaneously, provided the car is on the same floor, thus allowing access to the interior of the car.

[0004] To ensure that the car door and the shaft doors open simultaneously, they are typically connected by a coupling mechanism. The coupling mechanism couples the car door to the shaft door when the car is on the same floor. The car door is usually the one driven by a motor, and the shaft door is moved by the coupling mechanism. The coupling mechanism usually comprises a shaft door coupling on the shaft door and a car door coupling on the car door.

[0005] To ensure sufficient safety clearance for the car to pass the landing, the car door threshold and the shaft door threshold are spaced apart by a gap. This gap remains when loading or boarding the car. This can cause sharp shoe heels, for example, to become trapped or broken in the door gap. Hospital beds, for example, are also shaken when the car passes over the door gap, which can cause pain to patients.

[0006] US 8 540 058 B2 shows a car door threshold with passageways. The otherwise narrow door gap widens at these passageways to allow passage through the shaft door couplings. When stopping at a floor, the passageway is closed by a hinged body.

[0007] This solution is complex to implement, as it involves many components. The folding body moves in the same direction in which it is loaded when stepped on. This means that a drive for the folding movement must be able to generate large forces to move the folding body. This solution is therefore expensive.

[0008] It can therefore be seen as a task to provide a simpler and more cost-effective way to reduce the door gap.

[0009] According to a first aspect of the invention, an elevator system solves this problem. The elevator system comprises a car and a car door arranged on the car, comprising a car door leaf and a car door threshold. The car door threshold guides the car 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 threshold 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 car door coupling connected to the car door leaf and a shaft door coupling connected to the shaft door leaf. The car door coupling and the shaft door coupling can be coupled to one another in order to move the shaft door leaf and the car door leaf together.The elevator system further comprises a first door gap reducer that bridges the door gap between the car door sill and the shaft door sill. The 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 position and a travel-ready position. A second door gap reducer is arranged on the shaft door sill or on the car door sill and is linearly movable. A door gap reducer stop is permanently attached to the car between the first and second door gap reducers.

[0010] 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:

[0011] Moving the first door gap reduction from the ready-to-pass position to the ready-to-drive position,

[0012] Moving the elevator car with the first door gap reduction in the ready-to-drive position, and

[0013] Moving the first door gap reduction from the ready-to-drive position to the ready-to-pass position, and

[0014] Loading and / or unloading the cabin with the first door gap reduction in the ready-to-pass position.

[0015] Possible features and advantages of embodiments of the invention may be considered, among other things and without limiting the invention, to be based on ideas and findings described below.

[0016] The coupling mechanism comprises 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 comprises a pair of runners that are arranged so that they can be spread apart on the car door leaf. The shaft door coupling typically comprises a pair of rollers. To couple the shaft door coupling to the car door coupling, the runners move between the rollers and spread apart there so that the rollers are touched by the runners. This means that the shaft door coupling and the car door coupling are now coupled to each other. This means that the shaft door leaf and the car door leaf move together.

[0017] To ensure that the car door coupling and the shaft door coupling can engage with each other during coupling, they are mounted in such a way that they can engage with each other in an engagement area. This means that the car door coupling projects beyond the car door sill when projected onto a horizontal plane, and the shaft door coupling projects beyond the shaft door sill when projected onto the horizontal plane. Both project far enough that the car door coupling and the shaft door coupling can engage with each other, and the area of ​​this engagement forms the engagement area. The engagement area is spaced apart from the car door sill so that the shaft door coupling does not touch the car door sill during a travel. Furthermore, the engagement area is also spaced apart from the shaft door sill so that the car door coupling does not touch the shaft sill during a travel.The thickness of the intervention area therefore influences the distance between the car door threshold and the shaft door threshold and thus the width of the door gap.

[0018] The first door gap reducer is arranged on the car or on the shaft. Preferably, the first door gap reducer is attached to the car door or the car door threshold, or to the shaft door or the shaft door threshold. Alternatively, it can be attached to another support structure, for example, below the car door threshold on the car. Furthermore, it can be attached to another support structure, for example, directly on the shaft wall on the shaft.

[0019] The car door threshold or the shaft door threshold refers to the fixed part of the car door or the shaft door that serves to guide the car door leaf or the shaft door leaf.

[0020] Preferably, the first door gap reduction is arranged on the car door threshold or the shaft door threshold.

[0021] The car door threshold maintains a certain distance from the shaft door threshold so that the car can travel without touching any objects located in the shaft. Such objects can be, for example, the shaft door coupling or the shaft door threshold. Conversely, the shaft door threshold also maintains a certain distance from the car door threshold so that the car can travel without any objects located in the shaft touching the car.

[0022] Car door thresholds and shaft door thresholds are preferably designed to be straight. This creates a continuous door gap, the minimum width of which is determined by the space required for the car door coupling and the shaft door coupling. A door gap can therefore be bridged using the first door gap reducer. The first door gap reducer is designed to be movable laterally, i.e. parallel to the sliding direction of the sliding doors, in order to be able to reduce the entire width of the door gap using the first door gap reducer when the car is stopped at the landing and in the ready-to-pass position. When the car is moving, i.e. in the ready-to-move position, the intervention area can be passed through. The door gap is reduced by attaching a first door gap reducer, preferably to the car door threshold or the shaft door threshold.In the ready-to-pass position, the first door gap reduction extends at least across a portion of the width, or preferably across the entire width, of the open door. Thus, the door gap is reduced in the partial area of ​​the open door. Preferably, the door gap is reduced across the entire door width, in particular, without any gaps. This makes the doorway ready for passage. The door gap, significantly reduced by the first door gap reduction, can be crossed with minimal vibration and entered safely.

[0023] To reach the ready-to-run position, the first door gap reducer can be moved sideways along a linear guide so that the entire door gap distance, i.e., from the car door threshold to the shaft door threshold, is exposed for a portion of the open door's width. In this ready-to-run position, the car can be moved so that the first door gap reducer at the car door and the car door threshold can safely pass the shaft door coupling during a single travel, or so that the first door gap reducer at the shaft door and the shaft door threshold can be safely passed by the car door coupling.

[0024] The first door gap reducer is preferably mounted on a linear guide for linear displacement. This can preferably be a rail on which the first door gap reducer is mounted via preferably several linear guides. These can be ball bearings, roller bearings, or plain bearings. Several linear guides can also guide the first door gap reducer, so that a moment on the first door gap reducer caused by the load when driving over or stepping on it can be absorbed as a force couple on the several linear guides.

[0025] It is particularly advantageous that the first door gap reducer is horizontally movable. The first door gap reducer is subjected to loading essentially in a vertical direction, as a result of stepping on or driving over the first door gap reducer. These forces are essentially 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.

[0026] Preferably, the second door gap reduction means is arranged on the same component as the first door gap reduction means, for example also on the car, the car door threshold, the shaft or the shaft door threshold.

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

[0028] The door gap reduction stop fills an area between the first door gap reduction and the second door gap reduction that is not required as a passage area. This reduces the distance by which the first or second door gap reduction is moved to move from the ready-to-pass position to the ready-to-drive position. Preferably, in the ready-to-pass position, the first door gap reduction touches the door gap reduction stop on one side, and the second door gap reduction touches the door gap reduction stop on the opposite side.

[0029] The door gap reduction stop allows two separate passage areas to be opened up at a car door threshold or at a shaft door threshold.

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

[0031] The method for operating an elevator system comprises a first step in which the first door gap reduction is moved from the passable position to the travel-ready position. This step preferably takes place during the closing process of the doors. It is preferably started as late as possible so that the first door gap reduction remains in the passable position as long as a passenger can enter or exit the car through the closing doors. The moving can be completed when the car starts moving, or it can continue beyond the car starting or accelerating. The moving is preferably completed before the first door gap reduction passes a car door coupling or a shaft door coupling for the first time.At this point at the latest, the first door gap reduction device must be in the ready-to-run position to prevent it from colliding with the car door coupling or the shaft door coupling. The first door gap reduction device should preferably already be in the ready-to-run position at the start of travel, i.e., at the start of the car's acceleration.

[0032] In a second step, the elevator car is moved into the ready-to-drive position with the first door gap reduction.

[0033] The travel can take place over several floors. A first door gap reducer mounted on the car door threshold can pass one or more shaft door couplings. Alternatively, a car door coupling can pass one or more first door gap reducers mounted on the shaft door thresholds.

[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 fully in the ready-to-pass position as soon as the door begins to open. If the door gap reducers are mounted on the landing door sills, preferably only the door gap reducer located on the floor where the car has stopped is moved to the ready-to-pass position.

[0035] In a fourth step, the cabin is loaded and / or unloaded with the first door gap reduction in the ready-to-pass position. This means that people enter or exit the cabin. Alternatively, goods can also be loaded into or removed from the cabin.

[0036] After the fourth step, a first step preferably follows again to initiate the next movement of the cabin.

[0037] According to a preferred embodiment, the method comprises the step of: starting to move the first door gap reduction from the ready-to-drive position to the ready-to-pass position after the first door gap reduction of the moving car has passed the last of the shaft door couplings or car door couplings to be passed.

[0038] The time at which the last of the landing door couplings or car door couplings to be passed is passed is the earliest possible time to move the first door gap reducer back toward the ready-to-pass position. Moving it earlier would result in collisions. This allows the first door gap reducer to be moved at a lower speed and / or the first door gap reducer to be in the ready-to-pass position sooner.

[0039] According to a preferred embodiment, the method comprises the step of completing the displacement of the first door gap reduction from the ready-to-drive position to the ready-to-pass position before or at the time the car door reaches the open position.

[0040] The time at which the car door reaches the open position corresponds to the latest possible time at which the ready-to-pass position should ideally be reached. This, in turn, allows the first door gap reduction to be moved more slowly. Alternatively, the first door gap reduction can be completed before the car door begins to open.

[0041] According to a preferred embodiment of the elevator system, the first door gap reduction in the ready-to-pass position at least partially bridges a door gap between a tread on the car door sill and a tread on the shaft door sill.

[0042] The landing door threshold, the car door threshold, and the first door gap reducer are accessible. They have a step surface that can be stepped on. If the car is located on the same floor, the step surfaces are preferably on the same level. The step surface is preferably anti-slip, i.e., textured or covered with a slip-resistant coating. The door threshold can also have grooves to guide the door panels. The grooves can be located at the top, bottom, or on the front of the respective door threshold.

[0043] According to a preferred embodiment of the elevator system, the first door gap reduction in the ready-to-run position releases a passage area through which the shaft door coupling or the car door coupling is moved when the car travels.

[0044] The passage area is therefore opened up in the direction in which the car door or the shaft door moves next to the first door gap reducer. The passage area is opened up by moving the first door gap reducer away from an area in which the passage area is formed by this movement. The passage area creates space in the door gap to pass the shaft door coupling if the first door gap reducer is arranged on the car, or it creates space in the door gap to pass the car door coupling if the first door gap reducer is arranged on the shaft door. Several door couplings can also travel through the passage area of ​​a door gap reducer attached to the shaft door if the elevator has several cars.Several shaft door couplings move through the passage area of ​​a door gap reducer attached to the car door if more than two floors are reached by the car.

[0045] According to a preferred embodiment of the elevator system, the second door gap reduction moves in the opposite direction to the first door gap reduction.

[0046] Preferably, the two door gap reducers move away from each other during the movement from the ready-to-pass position to the ready-to-travel position, and towards each other during the movement from the ready-to-travel position to the ready-to-pass position. In the ready-to-pass position, the first door gap reducer can touch the second door gap reducer. A passage area is opened up between the first door gap reducer and the second door gap reducer. This can advantageously be twice as large if the door gap reducers move at the same speed. Alternatively, the speed of the two door gap reducers can be halved to open up a passage area of ​​the same width. In an alternative embodiment of the elevator system, a door gap reducer stop is permanently attached to the car next to the first door gap reducer.The only passage area opens between the first door gap reduction and the door gap reduction stop.

[0047] The door gap reduction stop can be designed as an integral component of the car door sill or the shaft door sill. Alternatively, the first door gap reduction, the second door gap reduction, and the door gap reduction stop are preferably made of a single profile. The profile can be a rolled or extruded metal profile. Cut pieces of the profile can be permanently connected to the car or the shaft door or, in particular, to the car door sill or the shaft door sill as a door gap reduction stop. Other cut pieces of the profile can be arranged as first or second door gap reduction via linear guides on the car or the shaft door or, in particular, on the car door sill or the shaft door sill.

[0048] According to a preferred embodiment of the elevator system, the first door gap reduction device has a drive that moves the first and / or the second door gap reduction device along the car door threshold or the shaft door threshold between the ready-to-pass and the ready-to-travel position.

[0049] The drive can, for example, drive a traction mechanism via a driven first roller, which rotates over the first roller and a second roller. The traction mechanism moves the first door gap reducer and optionally the second door gap reducer. Alternatively, a spindle drive can drive the first and second door gap reducers. In this case, the spindle drive preferably has opposing spindle pitches for the two sides, so that the driven door gap reducers each move in opposite directions.

[0050] According to a preferred embodiment of the elevator system, the first door gap reduction can be blocked in the pass-ready position by a retaining element.

[0051] It is advantageous that both door gap reducers are locked in the pass-through 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 along the linear guides when someone enters. Such sliding would be dangerous and could lead to accidents. The retaining element can be a latch or a bolt. Such a latch or bolt can preferably be unlocked by an actuator. Alternatively, the retaining element can also be designed as a brake, which is released each time the door gap reducer is moved and otherwise preferably always brakes.

[0052] The spindle drive can also function as a retaining 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 in the direction of the linear guides on the first or second door gap reducer creates so much friction on the spindle that movement is blocked. Alternatively, the spindle or the spindle drive can also be equipped with a brake, a latch, or a bolt that locks the door gap reducer in the pass-through position.

[0053] According to a preferred embodiment of the elevator system, a first sensor reports to a control unit that the first door gap reduction is in the ready-to-pass position and / or a second sensor reports to the control unit that the first door gap reduction is in the ready-to-travel position.

[0054] Preferably, a third sensor reports to the control unit that the second door gap reduction is in the ready-to-pass position and / or a fourth sensor reports to the control unit that the second door gap reduction is in the ready-to-drive position.

[0055] According to a preferred embodiment of the elevator system, the first door gap reduction device on the car is arranged to be linearly displaceable between a passable position and a travel-ready position.

[0056] When the first door gap reducer is installed on the car, only one car needs to have the first door gap reducer. This is more cost-effective than equipping all shaft doors with door gap reducers. This advantage remains even if the elevator system has multiple cars.

[0057] According to a preferred embodiment of the elevator system, the first door gap reduction reduces the door gap distance between the car door threshold and the shaft door threshold to a residual distance and the residual distance is at most half the door gap distance.

[0058] The door gap distance is the distance between the car door sill, which is preferably fixed to the car, and the shaft door sill, which is attached to the landing door or the shaft. The door gap is then reduced by the first door gap reducer installed in the door gap.

[0059] The remaining clearance is therefore less than half the door gap. This significantly reduces vibrations, for example, when hospital beds are driven over. Furthermore, the risk of getting stuck, for example, with walking sticks or pointed shoe heels, can be prevented.

[0060] 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 identical elements are provided with identical reference numerals. The drawings are merely schematic and not to scale.

[0061] Showing:

[0062] Fig. 1 shows a preferred embodiment with centrally closing telescopic door leaves in the ready-to-drive position with closed doors,

[0063] Fig. 2 the embodiment of Fig. 1 in the ready-to-pass position, but still with closed doors,

[0064] Fig. 3 the embodiment of Fig. 1 in ready-to-pass position with open doors,

[0065] Fig. 4 the embodiment and configuration as in Fig. 1 in an isometric view of the cabin door,

[0066] Fig. 5 the embodiment and configuration as in Fig. 3 in an isometric view of the cabin door,

[0067] Fig. 6 an embodiment with only one car door leaf and one shaft door leaf in the ready-to-pass position with the door open,

[0068] Fig. 7 the embodiment of Fig. 4 in ready-to-drive position with closed door,

[0069] Fig. 8 shows the embodiment of Fig. 4 in a side view,

[0070] Fig. 9 An alternative embodiment with the first door gap reduction on the shaft doors.

[0071] Fig. 1 shows a horizontal section of an elevator installation 1 with a car 2 that has stopped on a floor. The car walls 3 close off the car 2 from the shaft. The floor floor 50 and the floor of the car are at the same height. The elevator installation 1 has a centrally closing car door with the car door leaves 31a, 31b, 32a and 32b. The car door leaves 31a, 31b, 32a and 32b are guided along the car door sill 21. The elevator installation 1 has a centrally closing shaft door symmetrical to the car door with the shaft door leaves 41a, 41b, 42a and 42b. The shaft door leaves 41a, 41b, 42a and 42b are guided along the shaft door sill 22.

[0072] The car door leaves 31a and 31b, driven by a door drive, move twice as fast as the slower car door leaves 32a and 32b. When a first car door leaf 31a opens, a first car door coupling 33a attached to it takes the opposite shaft door coupling 43a and 43b with it. Fig. 3 shows the doors in the open position. The car door coupling 33a touches the shaft door coupling 43a and 43b such 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 presses the shaft door leaves 41a, 41b, 42a, and 42b toward the closed position. Similarly, the car door coupling 33b contacts the shaft door coupling 43c and 43d so that the shaft door 41b is held in the open position together with the coupled shaft door 42b.

[0073] The first door gap reducer 11, the second door gap reducer 12, and the door gap reducer stop 13 are mounted in the door gap between the car door sill 21 and the shaft door sill 22. Both door gap reducers 11, 12 and the door gap reducer stop 13 reduce the door gap distance A to a residual distance a. When the two door gap reducers are in the ready-to-pass position, as shown in Figs. 2 and 3, the user only has to cross or drive over the residual distance a. Fig. 1 shows how moving the two door gap reducers 11 and 12 releases a passage area 14. A passage area 14 is released for the first shaft door coupling 43a and 43b between the door gap reducer stop 13 and the first door gap reducer 11.Between the door gap reduction stop 13 and the second door gap reduction 12, a passage area 14 is released for the second shaft door coupling 43c and 43d. In Fig. 1, a safety distance exists between all components of the car and the shaft, ensuring the safe travel of the car 2. Fig. 2 shows a state in which the car 2 has just reached the landing. The door gap reductions 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 travel with the door gap reductions 11 and 12 in this position could destroy the shaft door couplings 43a, 43b, 43c, and 43d. The embodiment shown in Figs. 1, 2 and 3 is a preferred embodiment which is preferably used in hospitals to move patients in bed into an elevator with as little vibration as possible.The door gap reducers 11 and 12 and the door gap reduction stop 13 extend seamlessly over the entire width of the opened door in the pass-ready position.

[0074] Fig. 4 and 5 show the car door of the embodiment of Fig. 1, Fig. 2 and 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 reducers 11 and 12 in the ready-to-drive position. Fig. 5 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 car door sill 21 forms a tread surface at the top and forms a fastening option 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 transparent so that the guide bodies 62 can be seen. 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.

[0075] The drive 70 rotates a spindle via a shaft 71. The spindle comprises a first spindle portion 72 which interacts with a first spindle nut 74 and, upon rotation of the spindle, displaces the first door gap reducer 11. The spindle also comprises a second spindle portion 73 which interacts with a second spindle nut 75 and, upon rotation of the spindle, displaces the second door gap reducer 12. The thread orientation of the spindle portions 72 and 73 is opposite, so that rotation of the spindle in one direction leads to movements of the first door gap reducer 11 and the second door gap reducer 12 that run in opposite directions to one another.In addition, the pitch of the spindle sections 71 and 72 is so small that the door gap reducers 11 and 12 can only be moved by rotating the spindles, but not by forces acting on the door gap reducers 11 and 12, even if these forces are applied in the direction of displacement. The spindle is therefore self-locking and thereby blocks the first door gap reducer 11 and the second door gap reducer 12 in the ready-to-pass position.

[0076] Figures 6 and 7 show 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 car door threshold 21 such that a passage area is created, as shown in Figure 5. The car door has only one car door leaf 31, and the shaft door has only one shaft door leaf 41. When the car travels, the passage area 14, which is exposed by the first door gap reducer 11 attached to the car 2, allows the car to pass the shaft door couplings 43a and 43b on all floors without touching them.

[0077] Fig. 6 shows the first door gap reduction device 11 in the ready-to-pass position with the doors open. The door gap reduction device 11 extends across the entire width of the open door. Fig. 7 shows the ready-to-drive position with the doors closed.

[0078] Fig. 8 shows a side view of the embodiment of Figs. 6 and 7. Cabin 2 can travel in the direction of the double arrow shown. The first door threshold 11 is located at the door threshold 21 of cabin 2. This has the advantage that only cabin 2 has a door gap reduction.

[0079] Fig. 9 shows a side view of an alternative embodiment which is similar to the embodiment of Fig. 6, Fig. 7 and Fig. 8. However, in the embodiment in Fig. 9 the door gap reducers 11 are attached to the shaft door sills 22 instead of to the car door sill 21. This reduces the load on the car door sill 21. Fig. 8 and Fig. 9 both show that the car door coupling 33 is attached to the first car door leaf 31, and that the shaft door couplings 43a and 43b are attached to the respective shaft door leaf 41 at all floors. The shaft door leaf 41 is guided on the shaft door sill 22. Finally, it should be noted that terms such as "having", "comprising", 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 of other embodiments described above. Reference symbols in the claims are not to be considered as limiting.

Claims

Patent claims 1. Lift system (1) comprising: - a cabin (2), - a cabin door arranged on the cabin (2) with a cabin door leaf (31, 31a, 31b, 32a, 32b) and a cabin door sill, so that the cabin door sill (21) guides the cabin door leaf (31, 31a, 31b, 32a, 32b) linearly between a closed position and an open position, - a shaft door with a shaft door leaf (41, 41a, 41b, 42a, 42b), and the shaft door has a shaft door sill (22) which guides the shaft door leaf (41, 41a, 41b, 42a, 42b) linearly between a closed position and an open position, - a coupling mechanism comprising a car door coupling (33) connected to the car door leaf (31, 31a, 31b, 32a, 32b) and a shaft door coupling (43) connected to the shaft door leaf (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 leaf (41, 41a, 41b, 42a, 42b) and the car door leaf (31, 31a, 31b, 32a, 32b) together, - a first door gap reducer (11) which bridges the door gap between the car door sill (21) and the shaft door sill (22), and the first door gap reducer (11) is displaceable in a displacement direction which is parallel to the direction of displacement of the car door leaf (31, 31a, 31b, 32a, 32b) between the closed position and the open position, and is thereby displaceable between a ready-to-pass position and a ready-to-drive position, and a second door gap reducer (12) is arranged on the shaft door sill (22) or on the car door sill (21) so as to be linearly displaceable, characterized in that a door gap reducer stop (13) is fixedly attached to the car (2) between the first door gap reducer (11) and the second door gap reducer (12).

2. Elevator installation (1) according to claim 1, characterized in that the first door gap reduction means (11) on the car (2) is arranged to be linearly displaceable between a passable position and a travel-ready position.

3. Elevator installation (1) according to claim 1 or 2, characterized in that the first door gap reduction means (11) in the ready-to-pass position at least partially bridges a door gap between a tread surface on the car door sill (21) and a tread surface on the shaft door sill (22).

4. Lift installation (1) according to one of the preceding claims, characterized in that the first door gap reduction means (11) in the ready-to-run position releases a passage area (14) through which the shaft door coupling (43) or the car door coupling (33) is moved when the car (2) travels.

5. Elevator installation (1) according to one of the preceding claims, characterized in that the first door gap reduction means (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 at most half of the door gap distance (A).

6. Elevator installation (1) according to one of the preceding claims, characterized in that the second door gap reduction (12) moves in the opposite direction to the first door gap reduction (11).

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

8. Lift installation (1) according to one of the preceding claims, characterized in that a first sensor reports to a control unit that the first door gap reduction (11) is in the ready-to-pass position and / or a second sensor of the control unit reports that the first door gap reduction (11) is in the ready-to-drive position.

9. Elevator installation (1) according to one of the preceding claims, characterized in that the first door gap reduction means (11) can be blocked in the pass-ready position by a retaining element.

10. Lift installation (1) according to one of the preceding claims, characterized in that the first door gap reduction means (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 installation (1) according to one of the preceding claims, comprising the steps: Moving the first door gap reduction (11) from the ready-to-pass position to the ready-to-drive position, Driving the car (2) of the lift system (1) with the first door gap reduction (11) in the ready-to-drive position, and Moving the first door gap reduction (11) from the ready-to-drive position to the ready-to-pass position, and Loading and / or unloading the cabin (2) with the first door gap reduction (11) in the ready-to-pass position.

12. The method according to claim 13 further comprising the step Start of moving the first door gap reduction (11) from the ready-to-drive position to the ready-to-pass position after the first door gap reduction (11) of the moving car (2) has passed the last of the shaft door couplings or car door couplings (33) to be passed.

13. The method according to claim 14 further comprising the step Completing the movement of the first door gap reducer (11) from the ready-to-drive position to the ready-to-pass position before or at the time the car door reaches the open position.

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