EP3621909B1 - Elevator system with two shafts - Google Patents

Description

The present invention relates to an elevator system with two shafts, with several elevator cars being movably arranged in each of the shafts and with travel ranges of the elevator cars being able to be limited at least temporarily.

State of the art

In high-rise buildings that extend over a large number of floors, especially in so-called "high-rise buildings", it may be necessary to transport a large number of people with an elevator system over a large number of floors and to a large number of floors to distribute. For this purpose, a system can be advantageous which has several elevator shafts in order to transport people who want to get to a floor high up first by means of a feeder over a large number of floors, in particular without intermediate stops, and then to transport these people in one In the lobby, it is possible to change to one of several distribution elevators, which transport people to the desired, higher destination floors.

In particular, as feeders, several driving cabins can be arranged vertically one above the other in a shaft, which, for example, are firmly coupled to one another as so-called double-decker driving cabins and/or are firmly connected to each other and can only be moved together.

In distribution elevators, several distribution cars can also be arranged vertically one above the other in a shaft. The use of at least two elevator cars, which are arranged one above the other in a shaft and can be moved vertically up and down separately from one another, makes it possible to increase the transport capacity of an elevator system in order to transport people and/or loads. Each car is assigned a drive device for moving the car vertically up and vertically down. The drive device can include a drive motor and a drive brake. In order to avoid an unbraked collision between two cars that can be moved separately in the event of a malfunction, the elevator systems often have a safety device with which the driving behavior of the cars can be monitored and, if necessary, an emergency stop can be triggered. In the event of an emergency stop, the car's drive motor is switched off and the drive brake is activated. In addition, a braking device can be arranged on each car, for example a safety gear, with which the car can be braked mechanically if the safety distance to an adjacent car is not reached. In addition, a travel path limiting device is usually used for the lowest car. By means of the travel path limiting device, the travel path of the lowest car can be limited and a collision of the lowest car with underlying parts of the elevator system or the shaft pit can be dampened. The holding element is usually designed in the form of a buffer element which is arranged within the vertical projection of the lowest car in the shaft pit.

For example, in the publication EP 2 585 395 B1 discloses an elevator system which has several separately movable cabins in a shaft. An elevator system according to the preamble of claim 1 is from the WO 2004/071923 A1 known.

Disclosure of the invention

According to the invention, an elevator system with the features of the independent patent claim is proposed. Advantageous refinements are the subject of the subclaims and the following description.

In a first aspect, the invention relates to an elevator system with a first shaft, in which at least one upper feeder car and at least one lower feeder car are arranged one above the other and are at least temporarily firmly coupled to one another and can be moved together vertically upwards and vertically downwards. Furthermore, the elevator system has a second shaft in which at least one upper distribution car and at least one lower distribution car are arranged one above the other and can be moved vertically upwards and vertically downwards separately from one another. The elevator system is designed in such a way that the upper feeder car and the upper distribution car each have a stop on an upper feeder level and the lower feeder car and the lower distribution car each have a stop on a lower feeder level. Furthermore, the second shaft has at least a first stop element, which is set up to at least temporarily limit a travel range of the upper distribution car to the upper feeder level and an area vertically above the upper feeder level, and a second stop element, which is set up to limit a travel range of the lower distribution car at least temporarily to the lower feeder level and an area vertically below the lower feeder level. The first stop element and the second stop element are designed to be movable, so that the first stop element and the second stop element cannot be moved between a release position in which the travel range of the upper distribution car or the lower distribution car is not affected by the respective stop element is limited, and a stop position in which the travel range of the upper distribution car or the lower distribution car is limited by the respective stop element can be moved.

The invention offers the advantage that at least two distribution cars can be provided in a shaft, which have separate, separate travel areas. In particular, the travel range of the upper distribution car can extend vertically upwards from the upper feeder level, while the travel range of the lower distribution car extends vertically downwards from the lower feeder level. In this way, the upper distribution car and the lower distribution car can be operated in one shaft at the same time without them interfering with each other. For example, the lower distribution car does not have to wait until the upper distribution car has started moving before starting its journey and vice versa. This means that unnecessary waiting times for the distribution cars can be avoided, which can increase the efficiency of the elevator system.

In addition, the invention offers the advantage that it is not absolutely necessary to provide a separate collision prevention device, which monitors the travel movements of the upper distribution car and the lower distribution car in order to identify, if necessary, a risk of collision between the two distribution cars at an early stage and to brake and/or stop the distribution cars if necessary . If the elevator system is designed in such a way that the upper distribution car and the lower distribution car have separate or non-overlapping travel areas, a risk of collision between the two distribution cars can be eliminated, even though they move towards each other in the same shaft, since the travel areas of the upper distribution car and of the lower distribution car do not overlap each other and therefore there is no risk of collision. The invention therefore offers the advantage that the elevator system can be simplified and/or is more cost-effective to produce, since If necessary, a complex collision prevention device can be dispensed with.

The invention also offers the advantage that a floor distance between two stops arranged one above the other, in particular the floor distance between the upper feeder level and the lower feeder level, can be reduced compared to conventional elevator systems in which two distribution cars can be moved separately from one another in the same shaft. Typically, the minimum floor distance is due to the safety distances that must be maintained between two cars moving towards each other in the same shaft, in order to reduce the risk of collisions between the distribution cars and/or to reduce the forces acting in the event of a collision. In particular, the minimum safety distance to be maintained between two cars moving towards one another is determined by a reaction time of a safety control or a collision prevention unit, which therefore also requires a minimum floor distance. However, according to the invention, if the travel areas of the upper distribution car and the lower distribution car are separated from each other by the stop elements so that they do not overlap each other, the lower distribution car cannot penetrate into the travel area of the upper distribution car and vice versa, the required safety distance between between the two driving areas and thus between the upper feeder level and the lower feeder level. This means that the floor distance between the lower feeder level and the upper feeder level can also be reduced. The smaller floor spacing can result in cost savings, since no unnecessary high room heights have to be provided in the area of the lower feeder level and/or the upper feeder level, in which, for example, a lobby can be formed, and thus the building for which the elevator system is intended can have a lower height, or the space saved can be planned or used for other purposes. In addition, the reduced one can Floor spacing also offers an architectural advantage, as the lower minimum floor spacing can create architectural freedom, which in turn can offer freedom in the design of the building. For example, a lobby area around the upper and lower access levels with a lower ceiling height and/or a smaller floor spacing may be perceived as more aesthetic than lobby areas with a conventional, higher floor spacing.

A shuttle car is referred to as a shuttle car that is movably arranged in the first shaft, regardless of whether the shuttle elevator car is actually set up or used to serve as a shuttle. However, a feeder car is preferably used to transport people and/or loads from a starting floor to a feeder level. Particularly preferably, the elevator system is set up in such a way that the shuttle cars stop at no or only a few stops between the starting floor and the destination floor, which is preferably on the upper or lower shuttle level. For example, the elevator system can be set up so that the largest possible number of people and/or loads can be transported from the starting floor to the upper and/or lower feeder level in as short a time as possible, and vice versa. For example, the upper feeder car and the lower feeder car can be coupled to one another at least temporarily and / or mechanically connected to one another in order to increase the transport capacity in the first shaft, whereby, when the upper and lower feeder cars are firmly coupled to one another, the plurality of lifts prevent each other from interfering Feeder cars in the first shaft can be reduced and/or avoided. The starting floor can be arranged vertically above or below the feeder level.

The upper feeder level and/or the lower feeder level is preferably a level on which both at least one of the feeder cars in the first shaft and at least one of the Distribution cars have a stop in the second shaft. This enables transported people to change from a feeder car to a distribution car and/or vice versa and/or allows loads to be reloaded from a feeder car to a distribution car and/or vice versa. A feeder plane does not necessarily have to be designed as a plane in the geometric sense. In particular, a stop of one of the distribution cars and a stop of one of the feeder cars can be referred to as being arranged on the upper or lower feeder level, although these are each arranged at a, preferably slightly, different vertical height and, for example, a change in height is covered by means of steps and / or ramps in order to get from one of the feeder cars to one of the distribution cars, or vice versa.

A distribution car is a car that is movably arranged in the second shaft, although this car does not necessarily have the function of distributing. However, a distribution car is preferably used to transport people and/or loads from the upper feeder level and/or the lower feeder level in the second shaft to a desired destination floor. The target floor can be arranged vertically above or below the upper or lower feeder level. Preferably, the second shaft has an upper section and a lower section, the upper section having the upper feeder level and the area vertically above the upper feeder level and the lower section having the lower feeder level and the area vertically below the lower feeder level. Particularly preferably, the upper section and the lower section are of the same size, with the upper feeder level and/or the lower feeder level being arranged in the vertical direction essentially in the middle of the second shaft. This offers the advantage that the lower and upper distribution car can have approximately the same size, separate travel areas and preferably an equal number of Can serve floors, whereby the upper distribution car, starting from the upper feeder level, only serves an area above and the lower distribution car only serves an area above, starting from the lower feeder level.

The fact that the travel ranges of the upper distribution car and/or the lower distribution car are at least temporarily limited by one of the stop elements means that the respective travel ranges are not necessarily always, i.e. at any time, limited by one of the stop elements. For example, the stop elements can be designed to be movable in such a way that they limit the respective driving ranges in a first position or in a first state or in a first orientation, but do not limit the respective driving ranges in a different position or in a different state.

The first stop element and the second stop element are designed to be movable, so that the first stop element and the second stop element are between a release position in which the travel range of the upper distribution car or the lower distribution car is not limited by the respective stop element, and a stop position in which the travel range of the upper distribution car or the lower distribution car is limited by the respective stop element, can be moved. This has the advantage that the driving range limitations can be set and/or canceled and/or varied dynamically. For example, this makes it possible for the travel ranges of the upper and lower distribution cars to be limited and delimited from one another only when the upper and lower distribution cars move towards one another. For example, the driving ranges can also be expanded and/or limited. For example, floors and/or areas can be excluded from the travel area of one of the distribution cars or both distribution cars and enclosed again by means of a movable stop element.

Preferably, the elevator system is set up so that the stop on the upper feeder level can be approached by the upper distribution car and at the same time the stop on the lower feeder level can be approached by the lower distribution car when the travel area of the upper distribution car is on the upper feeder level and the area vertically above the upper feeder level is limited and the travel range of the lower distribution car is limited to the lower feeder level and the area vertically below the lower feeder level. In particular, the travel range of the upper distribution car can end at its lower end at the upper feeder level, while the travel range of the lower distribution car ends at its upper end at the lower feeder level. The result of this is that the lower distribution car cannot move to the upper feeder level and the area above the upper feeder level and the upper distribution car cannot move to the lower feeder level and the area below the lower feeder level. In this way, the travel areas of the upper and lower distribution car are limited and separated from one another in such a way that the separation or boundary runs between the upper and lower feeder levels. Thus, the lower distribution car can serve the area of the lower feeder level and below it, while the upper distribution car can serve the area of the upper feeder level and above it without the upper and lower distribution cars interfering with each other. This has the advantage that the risk of collision between the upper and lower distribution car can be reduced or avoided in a particularly efficient and/or safe manner. Furthermore, this offers the advantage that the upper and lower distribution cars can be used independently of one another, thereby avoiding unnecessary waiting times for moving the distribution cars.

The top stop is preferably arranged in the first shaft on the upper feeder level. The bus stop is particularly preferred Located immediately below the top stop in the first shaft on the lower feeder level. In other words, the two top stops of the shuttle cars are arranged in the first shaft on the upper and lower shuttle levels. In particular, the first shaft extends upwards in the vertical direction such that the top stop is on the upper feeder level. This offers the advantage that the maximum height of the first shaft can be used by the shuttle cars to transport people and/or loads from a lower starting floor to the upper and lower shuttle levels.

Preferably, the first stop element is set up to limit the travel range of the upper distribution car by means of mechanical contact with the upper distribution car and/or by means of mechanical contact with a counterweight of the upper distribution car and/or preferably the second stop element is set up to limit the travel range of the lower distribution car by means of a mechanical contact with the lower distribution car and / or by means of a mechanical contact with a counterweight of the lower distribution car. This offers the advantage that the travel range of the upper and/or lower distribution car can be reliably limited, since a travel movement of the upper and/or lower distribution car beyond the travel range limitation is prevented by mechanical means. This allows a simple and/or cost-effective driving range limitation to be provided. Furthermore, a driving range limitation by means of mechanical contact can also provide a particularly reliable driving range limitation, which is not or only slightly susceptible to disturbances. Limiting the driving range using mechanical means does not require a reaction time and therefore does not require a higher distance between floors.

Limiting the travel range of the upper and/or lower distribution car by means of mechanical contact with the counterweight of the respective distribution car offers the advantage that the stop element does not necessarily have to be arranged in the vicinity of the travel range limit, but can be arranged far away from the travel range limit of the respective distribution car, for example near the shaft pit or near the shaft ceiling, where, for example, the counterweight is located when the respective distribution car reaches the travel range limit. Blocking the counterweight by means of a stop element can essentially be equivalent to directly blocking the distribution car by means of a stop element, since blocking the counterweight does not result in any further movement of the car. It should only be noted that during an upward movement of the distribution car, in which the travel range is limited by blocking the downward movement of the counterweight with a stop element, the car may continue the upward movement for a short distance due to the remaining kinetic energy and then fall back again. and so, if necessary, “jumps” beyond the set travel range limitation. This may need to be taken into account when determining the required safety distances between the travel areas of the various distribution cars.

A travel range limitation by means of a stop element for blocking the counterweight can also offer the advantage that the minimum distance, and preferably the minimum floor distance, between the two distribution cars can be reduced, since there may be no space for a stop element to provide direct mechanical contact with the Distribution car must be provided.

Preferably, the upper distribution car and/or the lower distribution car each have a holding element which is set up in such a way that that a mechanical contact between the holding element and the first stop element or the second stop element limits the travel range of the upper distribution car or the travel range of the lower distribution car. This offers the advantage that the stop element does not have to come into direct mechanical contact with other components of the respective distribution car. For example, the holding element can be designed in such a way that in a vertical projection it does not overlap with the remaining components of the distribution car, but rather only overlaps with a holding element arranged on the distribution car. In this way, by means of a suitable arrangement of the stop element and/or the holding element, it can be achieved that a stop element only comes into mechanical contact with a specific distribution car or with its holding element and thus only limits the travel range of this distribution car.

Preferably, the holding element is designed to be movable, so that the holding element can be moved between a release position in which the travel range of the respective distribution car is not limited by the holding element, and a stop position in which the travel range of the respective distribution car is limited by the holding element. This offers the advantage that a movable stop element may not have to be provided for a dynamic or variable travel range limitation, but rather the dynamic travel range limitation can be achieved by means of the holding element.

Preferably, the first shaft and the second shaft are designed parallel to one another and are preferably arranged adjacent to one another and/or the first shaft and the second shaft at least partially overlap in the vertical direction. However, the first shaft and the second shaft do not necessarily have to run or be designed directly next to one another. For example, the first and second shafts can also be formed in different parts of the building.

Preferably, the elevator system is designed in such a way that the upper shuttle car and the lower shuttle car are permanently coupled to one another and/or permanently mechanically connected to one another. This makes it possible, for example, to permanently prevent the upper and lower shuttle cars from interfering with each other. This can have the advantage that additional technical devices, which can serve to avoid mutual interference between the lower and upper feeder cars, do not necessarily have to be provided, since the upper and lower feeder cars can only be moved together in the shaft anyway. are movable. Preferably, the elevator system is designed in such a way that the feeder cars are operated as a double-decker elevator system or the upper feeder car and the lower feeder car are designed as double-decker cars that are permanently coupled to one another.

Further advantages and refinements of the invention result from the description and the accompanying drawings.

It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or alone, without departing from the scope of the present invention.

The invention is shown schematically in the drawings using an exemplary embodiment and is described below with reference to the drawings.

Character description

• Figure 1 shows a schematic representation of an elevator system according to a first preferred embodiment.
• Figure 2 shows a schematic representation of an elevator system according to a second preferred embodiment.
• Figure 3 shows a schematic representation of an elevator system according to a third preferred embodiment.
• Figure 4 shows a schematic representation of an elevator system according to a fourth preferred embodiment.
• Figure 5 shows a schematic representation of an elevator system according to a fifth preferred embodiment.

In the following figures, the same elements are given the same reference numbers unless explicitly explained otherwise. Elements in figures which have already been explained with reference to previous figures are not repeated for the sake of brevity, although these explanations also apply to the elements shown in the further figures unless otherwise explained.

Figure 1 shows a schematic representation of an elevator system 10 according to a first preferred embodiment. The elevator system 10 has a first shaft 12 and a second shaft 14, which are arranged next to one another and run parallel to one another in the vertical direction 100. The first shaft 12 extends vertically further downwards than the second shaft 14, with the second shaft extending vertically further upwards than the first shaft 12. In a central region, the first shaft 12 and the second shaft 14 overlap, ie they run parallel next to each other over a vertical section. In particular, both the first shaft 12 and the second shaft 14 extend to a lower feeder level 16a and an upper feeder level 16b or beyond.

In the first shaft 12, a lower feeder car 18a and an upper feeder car 18b are provided, which can be moved vertically up and down in the first shaft 12, as shown by arrow 102. The lower feeder car 18a and the upper feeder car 18b are at least temporarily firmly coupled to one another, for example by being mechanically firmly connected to one another. The lower feeder car 18a and the upper feeder car 18b, provided they are firmly coupled to one another, can only be moved together, but not separately from one another, i.e. can be operated as double-decker cars.

According to the embodiment shown, the lower feeder car 18a and the upper feeder car 18b each have a stop both at the lower end of the first shaft 12, ie in the shaft pit, and at the upper end of the first shaft 12, ie on the shaft ceiling. The stop of the upper shuttle car 18b is always arranged vertically above the corresponding stop of the lower shuttle car 18a. According to the preferred embodiment shown, the two feeder cars 18a and 18b only have a stop at the lower end and at the upper end of the first shaft 12, but not in the intermediate area of the first shaft 12. This allows the first shaft 12 and the two Feeder cars 18a and 18b are particularly suitable as feeders, which in particular have the function of transporting people and / or loads from a lower starting floor at the lower end of the first shaft 12 to the lower feeder level 16a and / or the upper feeder level 16b and vice versa. Although two lower feeder cars 18a and upper feeder cars 18b are shown in the first shaft 12, they are in the first Shaft 12 only has a lower feeder car 18a and an upper feeder car 18b arranged, the other examples shown only being intended to illustrate the mobility of the two feeder cars 18a and 18b.

In the second shaft 14, a lower distribution car 20a and an upper distribution car 20b are arranged, which are not coupled to one another and in particular are not mechanically firmly connected to one another, so that the lower distribution car 20a and the upper distribution car 20b can be moved separately from one another. According to the first preferred embodiment, the travel range 22a of the lower distribution car 20a and the upper travel range 22b of the upper distribution car 20b are limited, so that neither the lower distribution car 20a nor the upper distribution car 20b can be moved over the entire height or length of the second shaft 14. According to the first preferred embodiment, these driving range limitations of the driving ranges 22a and 22b are permanently set up, so that the driving range limitations exist at all times. The upper travel area 22b includes the upper feeder level 16b and extends vertically upwards from the upper feeder level 16b to the upper end of the second shaft 14, as shown by arrow 104b. The lower travel area 22a includes the lower feeder level 16a and extends vertically downwards from the lower feeder level 16a to the lower end of the second shaft 14, as shown by arrow 104a. The driving areas 22a and 22b are therefore separated from one another and do not overlap one another. In this way, a risk of a collision between the upper distribution car 20b and the lower distribution car 20a can be reduced and/or avoided in a reliable and efficient manner, without necessarily having to provide a complex collision prevention device, which would cause considerable additional costs. Furthermore, the elevator system 10 according to the first preferred embodiment offers the advantage that the upper distribution car 20b and the lower distribution car 20a can be moved independently of each other, thereby avoiding unnecessary waiting times.

Figure 2 shows a schematic representation of a second preferred embodiment of an elevator system 10, in which the travel range limitations are explained in more detail. According to the second embodiment, at least the lower distribution car 20a is mechanically connected to a counterweight 26 by means of support elements 24. The support elements 24 can be designed, for example, as support cables and/or as support straps. The support elements can preferably run at the upper end of the second shaft 14 over one or more swivel rollers and / or over one or more traction sheaves (not shown) in order to set the lower distribution car 20a and the counterweight 26 in motion. It goes without saying that the upper distribution car 20b and/or the feeder cars 18a and 18b can also be mechanically connected to support elements and/or a counterweight, although these are not shown for the sake of clarity.

To realize the travel range limitation of the upper travel range 22b of the upper distribution car 20b, the upper distribution car 20b has at least one holding element 28 and the second shaft 14 has at least one, preferably at least two, stop element 30 or stop elements 30. The at least one holding element 28 can be designed to be rigid or permanently mounted, for example to realize a permanent travel range limitation of the upper distribution car 20b. Alternatively, the stop element 30 and the at least one holding element 28 can be designed to be movable, such as pivotable and/or rotatable, and/or displaceable, for example to implement a dynamic or changeable travel range limitation.

The holding element 28 and the stop elements 30 are preferably set up in such a way that they come into mechanical contact with one another when the upper distribution car 20b reaches the end of the upper travel area 22b defined by the stop elements 30 and thereby prevents a continuation of a travel movement of the upper distribution car 20b and a departure from the upper travel area 22b. The stop elements 30 are preferably arranged in the second shaft 14 in such a way that they do not come into contact with other cars which are not to be influenced by the stop elements, such as the lower distribution car 20a, when the respective cars approach the stop elements 30 or . drive past them if their driving areas allow this.

According to the second preferred embodiment, the stop elements 30 in the second shaft 14 and the holding element 28 on the upper distribution car 20b are arranged in such a way that the upper distribution car 20b cannot move further vertically downward than to the upper feeder level 16b. As a result, the travel range of the upper distribution car 20b is limited downwards in an efficient and reliable manner, so that a collision of the upper distribution car 20b with the lower distribution car 20a can be avoided, the travel range of which already begins immediately below the upper feeder level 16b.

It is advantageous if the at least one holding element 28 and/or at least one of the stop elements 30 have a buffer element which is designed to dampen an impact of the holding element 28 or the respective car on the stop element. The buffer element can, for example, dampen the impact by absorbing and/or dissipating at least part of the impact energy. The buffer element can be designed, for example, as a hydraulic buffer and/or as an elastomer buffer. Advantageously, the buffer element is plastically and/or elastically deformable.

Furthermore, a further stop element 32 is formed in the second shaft 14, which serves to communicate with the counterweight 26 of the lower distribution car 20a to come into mechanical contact in order to limit the travel range of the lower distribution car 20a. In particular, the stop element 32 is set up in such a way that it prevents the counterweight 26 from moving further vertically downwards towards the shaft pit, which at the same time prevents the lower distribution car 20a from moving vertically upwards. In this way, the lower travel area 22a of the lower distribution car 20a is limited upwards, so that the lower distribution car 20a cannot move beyond the lower feeder level 16a and in particular cannot penetrate into the upper travel area 22b of the upper distribution car 20b above.

Figure 3 shows a schematic representation of an elevator system 10 according to a third preferred embodiment. According to the third preferred embodiment, the stop elements are designed as movable stop elements 34. The movable stop elements 34 are designed to come into mechanical contact with the holding element 28 of the upper distribution car 20b in order to temporarily limit the upper travel range 22b of the upper distribution car 20b. The movable stop elements 34 can be moved into a stop position and a release position. When the stop elements 34 are brought into the stop position, they are positioned and/or oriented in such a way as to come into mechanical contact with the holding element 28 and to limit the upper travel range 22b of the upper distribution car 20b downwards. If, on the other hand, the stop elements 34 are brought into the release position, they are positioned and/or oriented so as not to come into mechanical contact with the holding element 28 when the upper distribution car 20b moves past the position of the movable stop elements 34 and accordingly the upper travel area 22b of the upper distribution car 20b does not have to be limited downwards.

This can be advantageous, for example, in order to limit the travel range of the upper distribution car 20b downwards only when the upper one Distribution car 20b is to enter a stop which is close to the current position of the lower distribution car 20a and therefore measures must be taken to prevent collisions. However, if the lower distribution car 20a and the upper distribution car 20b are far apart in the second shaft 14, measures to prevent collisions may be unnecessary and therefore a travel range limitation of the upper distribution car 20b and/or the lower distribution car 20a may also be unnecessary.

This embodiment offers the advantage that both distribution cars 20a and 20b can serve almost the entire shaft if necessary and are not permanently restricted to a limited travel area. However, if the upper distribution car 20b is to enter the upper feeder level 16b from above, while at the same time the lower distribution car 20a is in the lower feeder level 16a, the movable stop elements 34 can be brought into the stop position in order to take the necessary measures to avoid collisions.

According to this embodiment shown, however, it would not be possible without further safety measures to move the lower distribution car 20a, whose travel range is not limited, into the lower feeder level 16a, while the upper distribution car 20b is in the upper feeder level 16b, otherwise there would be no effective protection Collisions would be ensured.

It is understood that the holding element 28 and the movable stop elements 34 can also be designed in another embodiment to limit the travel range of the lower distribution car 20a, instead of the travel range of the upper distribution car 20b. In this case, it would be possible to retract the lower distribution car 20a into the lower feeder level 16a, but not the corresponding retraction of the upper distribution car 20b into the upper feeder level 16b.

Figure 4 shows a schematic representation of an elevator system 10 according to a fourth preferred embodiment, in which, as in the third preferred embodiment, movable stop elements 34 are designed to limit the travel range of the upper distribution car 20b downwards, and a movable stop element 36 is also formed in order to come into mechanical contact with the counterweight 26 of the lower distribution car 20a and thereby limit the travel range of the lower distribution car 20a upwards. If both the movable stop elements 34 and the movable stop element 36 are brought into the stop position, the travel ranges of the two distribution cars 20a and 20b are limited and separated from one another, so that the upper distribution car 20b can move into the upper feeder level 16b and / or stay there can while the lower distribution car 20a can enter the lower feeder level 16a and / or can stay there without there being a risk of collision. If the two distribution cars 20a and 20b are moved at a large distance from one another, the movable stop elements 34 and the movable stop element 36 can be brought into the release position, so that the travel range limitations are lifted and both distribution cars 20a and 20b can serve almost the entire shaft.

Furthermore, corresponding movable stop elements 34 and movable stop elements 36 can be provided in the second shaft 14 at several vertical positions in order to limit the travel ranges of the two distribution cars 20a and 20b at several vertical positions, for example the two distribution cars 20a and 20b at different vertical positions to be able to enter simultaneously in adjacent stops with reduced floor spacing.

Figure 5 shows a schematic representation of a fifth preferred embodiment of an elevator system 10. This essentially corresponds an elevator system 10 according to the fourth preferred embodiment and differs from that in Figure 4 shown preferred embodiment, that the travel range limitation of the lower distribution car 20a upwards is not effected by a movable stop element 36 for limiting the movement of the counterweight 26, but by a holding element 28 formed on the lower distribution car 20a and additionally movable in the second shaft 14 Stop elements 34, which are designed to come into mechanical contact with the holding element 28 of the lower distribution car 20a.

According to a further preferred embodiment, a corresponding holding element 28 and stop elements 30 or 34 provided for this can be provided on the respective distribution car, as well as a stop element 32 or 36 for limiting the movement of the respective counterweight 26 of the distribution car. This makes it possible, for example, to achieve particularly reliable collision protection, since leaving the limited travel area is doubly protected by a distribution car 20a or 20b.

Claims (10)

1. Elevator system (10) comprising:

   - a first shaft (12), in which at least one upper shuttle car (18b) and at least one lower shuttle car (18a) are arranged one above the other and are at least temporarily fixedly coupled to one another and can be moved together vertically upwards and vertically downwards;

   - a second shaft (14), in which at least one upper distributor car (20b) and at least one lower distributor car (20a) are arranged one above the other and can be moved vertically upwards and vertically downwards separately from one another;

   wherein the elevator system (10) is designed in such a way that the upper shuttle car (18b) and the upper distributor car (20b) each have a landing on an upper shuttle level (16b) and the lower shuttle car (18a) and the lower distributor car (20a) each have a landing on a lower shuttle level (16a);

   wherein the second shaft (14) comprises at least one first stop element (30, 32, 34, 36) adapted to at least temporarily limit a travel range of the upper distributor car (20b) to the upper shuttle level (16b) and a range vertically above the upper shuttle level (16b); and

   wherein the second shaft (14) comprises at least one second stop element (30, 32, 34, 36) which is arranged to limit, at least temporarily, a travel range of the lower distributor car (20a) to the lower shuttle level (16a) and a range vertically below the lower shuttle level (16a), characterized in that

   the first stop element (30, 32, 34, 36) and the second stop element (30, 32, 34, 36) are designed to be movable, so that the first stop element (30, 32, 34, 36) and the second stop element (30, 32, 34, 36) can be moved between a release position, in which the travel range of the upper distributor car (20b) and the lower distributor car (20a), respectively, is not limited by the respective stop element (30, 32, 34, 36),

   and a stop position in which the travel range of the upper distributor car (20b) or the lower distributor car (20a) is limited by the respective stop element (30, 32, 34, 36).
2. Elevator system (10) according to claim 1, wherein the elevator system (10) is arranged such that the landing on the upper shuttle level (16b) can be approached by the upper distributor car (20b) and, at the same time, the landing on the lower shuttle level (16a) can be approached by the lower distributor car (20a), if the travel range of the upper distributor car (20b) is limited to the upper shuttle level (16b) and the area vertically above the upper shuttle level (16b) and the travel range of the lower distributor car (20a) is limited to the lower shuttle level (16a) and the area vertically below the lower shuttle level (16a).
3. Elevator system (10) according to claim 1 or 2, wherein the uppermost landing is arranged in the first shaft (12) on the upper shuttle level (16b) and wherein preferably the landing is arranged immediately below the uppermost landing in the first shaft (12) on the lower shuttle level (16a).
4. Elevator system (10) according to one of the preceding claims, wherein the first stop element (30, 32, 34, 36) is arranged to limit the travel range of the upper distributor car (20b) by means of a mechanical contact with the upper distributor car (20b) and/ or by means of a mechanical contact with a counterweight (26) of the upper distributor car (20b);
   and/or wherein the second stop element (30, 32, 34, 36) is adapted to limit the travel range of the lower distributor car (20a) by means of a mechanical contact with the lower distributor car (20a) and/ or by means of a mechanical contact with a counterweight (26) of the lower distributor car (20a).
5. Elevator system (10) according to one of the preceding claims, wherein the upper distributor car (20b) and/ or the lower distributor car (20a) each have a retaining element (28) which is arranged such that a mechanical contact between the retaining element (28) and the first stop element (30, 32, 34, 36) or the second stop element (30, 32, 34, 36) limits the travel range of the upper distributor car (20b) or the travel range of the lower distributor car (20a).
6. Elevator system (10) according to claim 5, wherein the retaining element (28) is designed to be movable so that the retaining element (28) can be moved between a release position, in which the travel range of the respective distributor car (20a, 20b) is not limited by the retaining element (28), and a stop position, in which the travel range of the respective distributor car (20a, 20b) is limited by the retaining element (28).
7. Elevator system (10) according to one of the preceding claims, wherein the first shaft (12) and the second shaft (14) are formed parallel to each other and are preferably arranged adjacent to each other and/ or wherein the first shaft (12) and the second shaft (14) at least partially overlap in vertical direction (100).
8. Elevator system (10) according to one of the preceding claims, wherein the second shaft (14) comprises an upper portion and a lower portion, wherein the upper portion comprises the upper shuttle level (16b) and the area vertically above the upper shuttle level (16b), and wherein the lower portion comprises the lower shuttle level (16a) and the area vertically below the lower shuttle level (16a).
9. Elevator system (10) according to claim 8, wherein said upper section and said lower section are formed to be equal in size, and/or wherein said upper shuttle level (16b) and/or said lower shuttle level (16a) are arranged substantially in the center of said second shaft (14) in vertical direction (100).
10. Elevator system (10) according to one of the preceding claims, wherein the upper shuttle car (18b) and the lower shuttle car (18a) are permanently fixedly coupled to one another.

Images