EP4038004B1 - Elevator car for a two-story elevator - Google Patents

Description

The present invention relates to a car for a double-deck elevator, a double-deck elevator with such a car and a method for controlling such a double-deck elevator.

In order to transport people or loads in general between different floors or height levels, double-deck elevators, sometimes also referred to as double-decker elevators, can be used in addition to conventional single-cab elevators. A double-deck elevator is characterized by a car with two cabins arranged one above the other, which are usually firmly connected to each other. This means that two floors can be approached at the same time.

In order to enable the use of double-deck elevators in buildings with different storey heights, the two cars can be connected to one another, for example via screw spindle drives or scissor-like connecting members. In this case, a distance between the cars can be adjusted to a floor distance between the two floors to be approached by a controller while driving.

One of the challenges in the design of such double-deck elevators is to design components for guiding and driving a car to be moved that are as light, space-saving and cost-efficient as possible.

Among other things, there may be a need for a car for a double-decker elevator that enables a distance between an upper car and a lower car to be adjusted using a more compact and lighter guide and drive device and a larger number of standard parts that can be provided inexpensively. Furthermore, there may be a need for a corresponding double-deck elevator and for a corresponding method for controlling a double-deck elevator. EP 2 468 674 A1 discloses a generic car for a double-deck elevator, with two support structures arranged in a car frame, a linear guide device, and a drive device that is designed to move at least the first support structure relative to the second support structure.

Such a need can be met by the subject matter of any of the independent claims. Advantageous embodiments are defined in the dependent claims and the following description.

A first aspect of the invention relates to a car for a double-deck elevator. In the operational state, the elevator car can have two cabins arranged one above the other. Furthermore, when the elevator car is in a holding position, the cabins can each be accessible via a different floor. The elevator car has: an elevator car frame with at least one longitudinal beam extending in the longitudinal direction of the elevator car frame; a first support structure disposed in the car frame for supporting a first of the cabs; a second support structure disposed in the car frame for supporting a second of the cabs; a linear guide device that is designed to movably couple at least the first support structure to the longitudinal member, so that the first support structure can be moved along the longitudinal member relative to the second support structure; and a drive device that is designed to move at least the first support structure relative to the second support structure.

Furthermore, the linear guide device has: at least one rail element, which is fastened to the longitudinal beam, and at least one coupling element, which is displaceably mounted on the rail element on the one hand and is fastened on the first carrier structure on the other hand. Furthermore, the coupling element has: a first bearing section and a second bearing section for bearing the coupling element on the rail element and a fastening section arranged between the first bearing section and the second bearing section for fastening the coupling element to the first support structure, with the first bearing section being in the operational state of the car is arranged above the first support structure and/or the second bearing section is arranged below the first support structure.

A second aspect of the invention relates to a double-deck elevator, comprising: a car according to an embodiment of the first aspect of the invention; and a control device that is designed to control the drive device of the elevator car as a function of a floor distance between two floors that are to be approached at the same time. In other words, the drive device can be controlled so that a vertical distance between the first support structure and the second support structure is adjusted to the floor spacing.

A third aspect of the invention relates to a method for controlling a double-deck elevator according to an embodiment of the second aspect of the invention. The method includes: receiving floor information about two floors to be approached simultaneously; Evaluation of the floor information and determination of a floor distance between the two floors to be approached simultaneously; and issuing a control command for controlling the driving device of the car based on the floor distance.

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 insights described below.

As indicated in the introduction, because of unequal floor spacings between different floors of a building, it may be necessary to adjust a vertical car spacing between two cars of a double-deck elevator. In order to move a car to be adjusted in a corresponding manner, a guide within a car in which the two cars are arranged one above the other is generally required. Depending on the type of drive selected, it is desirable for the guide to be as stiff as possible. In particular, the guide should ensure that no or at least only very small horizontal forces act on a drive shaft, for example a threaded spindle or the like, in order not to shorten the service life of bearings and to keep energy consumption as low as possible.

On the other hand, the size of the elevator shaft, in particular its cross-sectional area (footprint), plays an important role in the design of an elevator system. In order not to have to additionally enlarge the elevator shaft, the guide should require as little space as possible, particularly in the horizontal direction. The individual components of the guide should therefore be kept as compact as possible.

Another requirement to consider is the speed at which the car spacing can be adjusted between two stopping positions. This should be high be sufficient to allow the cars to be brought into the correct position in good time, in particular before stopping, ie into a position in which the door sills of the cars are level with the corresponding door sills of the two floors served.

In order to take these requirements into account, the approach presented here proposes using elements of a car frame, such as side supports of a central frame, for the linear guidance of a car to be moved. Thus, on the one hand, the number of additional components can be reduced. On the other hand, due to the high rigidity of the car frame, more compact components can be used for the guide, which means that the space requirement in the horizontal direction can be reduced. Despite the more compact components, the guide can be designed with a sufficiently high level of rigidity by attaching it to load-bearing elements of the car frame. As a result, the drive can be protected and friction losses can be reduced.

A car can generally be understood to mean a frame that can be moved between several levels or floors, for example in an elevator shaft, with at least one cabin for transporting people or loads. In the case of a double-deck elevator, the elevator car can comprise two double-deck cabins for driving to two different floors at the same time.

A car frame can be understood as a frame-like structure for carrying the cabins, also called a sling frame. The car frame can be designed, for example, to guide the car along at least one guide rail running in an elevator shaft. Such guide rails can be arranged on one side or on two opposite sides in the elevator shaft. If the guide rail is arranged on one side, the car frame can be designed, for example, as an L-shaped backpack frame. If the guide rails are arranged on both sides, the car frame can be designed as a central frame, for example. The cabins sit in the car frame or, to put it another way, are at least largely framed by it. A safety gear can also be integrated into the car frame, for example, which is used to brake the car in the event of overspeed.

A longitudinal direction of the car frame can be understood to mean a direction of the longest extension of the car frame. In the operative state of the car, the longitudinal direction of the car frame may be a vertical direction. In this sense, the longitudinal direction of the car frame can be regarded as corresponding to a travel direction of the car.

A longitudinal beam can be understood to mean a component for carrying vertical loads in particular, the extension of which in the longitudinal direction of the car frame is significantly greater than in the transverse direction of the car frame. In the operative state of the elevator car, the longitudinal beam can run essentially vertically. The longitudinal member can also be used, for example, to guide the car on one or more guide rails in the elevator shaft. Depending on the design, the longitudinal member can extend over the entire height of the car frame or only along a section of the car frame. In particular, the longitudinal member can be designed to couple the first support structure and the second support structure to one another. The longitudinal beam can be designed, for example, as a steel beam with a closed (hollow) profile or an open profile.

For example, the car frame can also have a plurality of longitudinal beams, which can be arranged in pairs next to one another and/or in pairs opposite one another and/or can run essentially parallel to one another.

A support structure can generally be understood to mean a platform or a deck for accommodating a cabin, for example in the form of a support frame. For example, the car can sit on the support structure when the elevator car is in the operational state. It is also conceivable for the cabin to be suspended from the support structure when the elevator car is in the operational state. The cabin can be connected to the support structure in a vibration-damping manner. In the simplest case, the support structure can comprise four supports connected to one another to form a rectangle or square. The first support structure and the second support structure can be arranged one above the other in the car frame. Depending on the space required by the linear guide device, the first support structure can have a smaller base area than the second support structure for a given size of the elevator shaft. Accordingly, the first Cabin have a smaller footprint than the second cabin. However, it is also possible for the first support structure and the second support structure or the first cabin and the second cabin to be of identical construction. Furthermore, the car frame can have, for example, a lower (floor) frame and an upper (ceiling) frame, which can be connected to one another via one or more longitudinal beams. In this case, the first support structure and the second support structure can be arranged between the lower frame and the upper frame. For example, at least one intermediate structure, such as an intermediate frame, can be arranged between the first support structure and the second support structure for additional reinforcement of the car frame.

The second support structure can be firmly connected to the car frame, for example to one or more longitudinal beams. In this case, only the first support structure can be displaced relative to the car frame and a vertical distance between the two support structures can thereby be varied, whereas the second support structure is fixed relative to the car frame. However, it is also possible for the second support structure to be movably coupled to at least one longitudinal support in addition to the first support structure by means of the linear guide device. In this case, a vertical distance between the two support structures can be adjusted, for example, by simultaneously moving the support structures.

A linear guide device can generally be understood to mean a straight guide, for example a profile rail guide or roller guide. For example, the linear guide device can include a sliding guide, a roller guide and/or a magnetic guide. By means of the linear guide device, the first support structure can be guided vertically during the process.

A drive device can generally be understood as a linear drive, by means of which the first support structure or, in addition, the second support structure can be raised and/or lowered. For example, the drive device can include a spindle drive and/or a hydraulic and/or pneumatic linear drive.

Depending on the design, the rail element can be attached to a single longitudinal beam or to multiple longitudinal beams at the same time. Expediently this can be done Rail element extend in the longitudinal direction of the respective longitudinal beam, in order to allow a linear guidance of the first support structure along the longitudinal beam, ie in the vertical direction. It is also possible, for example, for more than one rail element to be attached to a longitudinal member.

The coupling element can be, for example, a guide shoe, guide carriage or guide carriage. For example, the coupling element can be slidably mounted on at least two rail elements running parallel to one another. The longitudinal supports can thus be used advantageously in order to increase the rigidity of the linear guide device, in particular transversely to a direction of travel of the first support structure.

A bearing section can be understood as meaning a section of the coupling element in which at least one guide element, for example a sliding guide shoe, is arranged for coupling to at least one rail element. In the fastening section, the coupling element can be screwed and/or welded to the first support structure, for example. For example, a vertical distance between the first storage section and the second storage section can be at least 50 cm. The vertical distance can be understood, for example, as the support distance between the two bearing sections. This enables a relatively rigid mounting, which is well suited for supporting against overturning moments.

The linear guide device can be designed in particular as a sliding guide. The sliding guide can be, for example, a hydrodynamic sliding guide with a metal-metal or metal-plastic pairing or a hydrostatic sliding guide. A high load capacity and high rigidity of the linear guide device can thus be achieved with very good damping behavior and high operational reliability.

According to one embodiment, the coupling element can be designed like a frame. Additionally or alternatively, the coupling element can have at least one U-shaped and/or C-shaped profile. In the simplest case, the coupling element can be, for example, a single profile, such as a longitudinal profile, which is fastened on the one hand to the first support structure and on the other hand suitable guide elements for Guide are mounted on one or more rail elements. It is also possible for the coupling element to be constructed from a number of carrier elements, for example two longitudinal profiles and two transverse profiles, which are combined with one another to form a frame. This embodiment makes it possible to construct the coupling element inexpensively from standard parts with high rigidity and low weight.

According to one embodiment, at least one of the two bearing sections or, additionally or alternatively, the fastening section can be integrated into the U-shaped and/or C-shaped profile. In other words, guide elements arranged in the first or second bearing section, such as sliding guide shoes, or fastening elements arranged in the fastening section, such as screws, can be completely countersunk in the U-shaped and/or C-shaped profile. As a result, the coupling element can be designed with the lowest possible structural height.

According to one embodiment, the coupling element can have at least two U-shaped and/or C-shaped longitudinal profiles extending in the longitudinal direction of the car frame. At least one of the two bearing sections or, additionally or alternatively, the fastening section can be integrated into the longitudinal profiles. The longitudinal profiles can, for example, be connected directly to one another, for example by means of screws, rivets or a welded connection. It is also possible for the longitudinal profiles to be connected to one another via at least one intermediate element, for example one or more transverse profiles.

According to one embodiment, the coupling element has at least two transverse profiles. The longitudinal profiles can be connected to the transverse profiles to form a frame. As a result, the torsional rigidity of the coupling element can be increased.

According to one embodiment, the longitudinal profiles can each have at least one upper sliding guide shoe arranged in the first bearing section and at least one lower sliding guide shoe arranged in the second bearing section for guiding on the rail element. Under a Gleitführungsschuh can be understood as sliding on the rail element and guided along the rail element guide element. For example, the sliding guide shoe can be realized as a U-shaped or C-shaped profile with an insert made of a friction-reducing material. With this embodiment, a particularly tilt-resistant mounting of the first support structure in the car frame can be achieved.

According to one embodiment, the car frame can have at least two longitudinal beams extending in the longitudinal direction of the car frame. In this case, the first support structure can be arranged between the longitudinal supports. Accordingly, the linear guide device can have at least two rail elements, each of which is fastened to a different longitudinal beam, and at least two coupling elements, which are fastened to opposite sides of the first support structure and are each movably coupled to a rail element. The rail elements can be arranged on opposite sides of the longitudinal beams. This ensures that the first support structure is guided on both sides and is therefore particularly stable.

According to one embodiment, the car frame can have at least four longitudinal beams extending in the longitudinal direction of the car frame. The side members can be arranged in at least two opposite pairs of side members. The first support structure can be arranged between the pairs of side rails. For example, at least one of the pairs of longitudinal beams can be designed to be guided on one or more guide rails located in the elevator shaft. It is possible, for example, that when the elevator car is in an operational state, a guide rail is guided between two correspondingly spaced longitudinal members of a pair of longitudinal members in order to guide the elevator car on the elevator shaft. Accordingly, the linear guide device can have: at least four rail elements, each of which is attached to a different longitudinal beam, and at least two coupling elements, which are attached to opposite sides of the first support structure and are each movably coupled to two rail elements. Like the longitudinal beams, the rail elements can be arranged in pairs opposite one another. The first support structure can thus be arranged between two pairs of rail elements and can be moved on both sides via a respective coupling element with two parallel rail elements, for example be coupled. By using at least four longitudinal members, the load on individual longitudinal members can be reduced in comparison to an embodiment with fewer than four longitudinal members. As a result, the longitudinal beams can be dimensioned comparatively smaller.

According to one embodiment, the linear guide device can comprise at least one cabin guide element. When the elevator car is in the operational state, the car guide element can movably couple the first car to at least one longitudinal member, so that the first car is guided along the longitudinal member when the first carrier structure is moved. The cabin guide element can be a sliding guide shoe, for example. The cabin guide element can, for example, be slidably mounted on at least one of the rail elements. In particular, the cabin guide element can be arranged, for example, in the area of a ceiling of the first cabin, for example in a lateral outer section of the first cabin. This has the advantage that tilting movements of the first cabin can be avoided when moving the first support structure.

According to one embodiment, the first support structure may be arranged to support a lower cabin. Additionally or alternatively, the second support structure may be arranged to support an upper cabin. In other words, the vertical distance between the lower car and the upper car can be adjusted by moving the lower support structure. This has the advantage that the linear guide device and the drive device can be integrated into the car in a space-saving manner with relatively little structural effort.

According to one embodiment, the drive device can be designed to apply a lifting force to two diametrically opposite corner sections of the first support structure. Two diametrically opposite corner sections can be understood to mean two corner sections of the first support structure, each lying on a diagonal of the first support structure. A lifting force can be understood as a force for raising and/or lowering the first support structure. With this embodiment, twisting of the first support structure due to loads be minimized during the procedure. In addition, this embodiment enables a space-saving arrangement of the drive device in the car frame.

According to one embodiment, the drive device can comprise: at least one threaded spindle, at least one threaded nut that is movably mounted on the threaded spindle and fastened to the first support structure, and at least one drive unit for driving the threaded spindle. Optionally, the threaded spindle can be rotatably mounted on a longitudinal member of the car frame. For example, the drive device can comprise two threaded spindles, each with a threaded nut, it being possible for the threaded nuts to be fastened to different sections of the first support structure, for example to diametrically opposite corner sections of the first support structure. The threaded spindles can, for example, be driven via separate drive units. With this embodiment, the drive device can be implemented with a relatively small space requirement and relatively low weight.

• Fig. 1 zeigt einen Abschnitt eines Fahrkorbs gemäss einem Ausführungsbeispiel der Erfindung.
• Fig. 2 zeigt den Fahrkorb aus Fig. 1 mit montierter unterer Kabine.
• Fig. 3 zeigt eine vergrösserte Ansicht eines Kopplungselementes aus den Figuren 1 und 2.
• Fig. 4 zeigt einen Doppelstockaufzug gemäss einem Ausführungsbeispiel der Erfindung.
• Fig. 5 zeigt ein Ablaufdiagramm eines Verfahrens zum Steuern des Doppelstockaufzugs aus Fig. 4.

Embodiments of the invention are described below with reference to the accompanying drawings, neither the drawings nor the description being to be construed as limiting the invention.

• 1 shows a section of a car according to an embodiment of the invention.
• 2 shows the car 1 with mounted lower cabin.
• 3 shows an enlarged view of a coupling element from the figures 1 and 2 .
• 4 shows a double-deck elevator according to an embodiment of the invention.
• figure 5 FIG. 12 shows a flow chart of a method for controlling the double-deck elevator 4 .

The figures are merely schematic and not true to scale. The same reference symbols denote the same or equivalent features in the various figures.

1 12 shows a portion of a car 100 according to an embodiment of the invention. The car 100 comprises a car frame 102 of two-tier construction with a first support structure 104 for supporting a first car and a second support structure 106 for supporting a second car. For better visibility, in 1 only a lower section of the car 100 or the car frame 102 is shown. The two support structures 104, 106 are, for example, connected to one another via a total of four longitudinal supports 108 running in a longitudinal direction 107 of the car frame 102 to form a closed frame, also referred to as a central frame. In this case, two longitudinal members 108 are combined with one another to form a pair of longitudinal members 110 . The two pairs of longitudinal supports 110 are arranged opposite one another on the two support structures 104, 106, ie the two support structures 104, 106 are each located between the two pairs of longitudinal supports 110. The second support structure 106, here an upper support structure, is firmly connected to the longitudinal supports 108, screwed, for example, while the first support structure 104, here a lower support structure, is movably coupled to the four longitudinal supports 108 via a linear guide device 112. The linear guide device 112 is designed to guide the first support structure 104 along the longitudinal support 108, ie vertically, so that the first support structure 104 can be displaced relative to the second support structure 106.

Furthermore, the elevator car 100 includes a drive device 114 which is designed to apply a lifting force to the first support structure 104 relative to the second support structure 106 . Thus, the first support structure 104 can be raised or lowered in the vertical direction relative to the second support structure 106, for example depending on a respective floor distance between two floors to be approached.

According to the arrangement of the longitudinal beams 108, the linear guide device 112 according to this embodiment includes a sliding guide with a total of four rail elements 116, for example profile rails, each on one of the four Longitudinal beams 108 are fixed and extend along the four longitudinal beams 108, respectively. The rail elements 116 are thus arranged in pairs, similar to the longitudinal beams 108, and run parallel to one another.

Furthermore, the linear guide device 112 includes two coupling elements 118 which are designed to movably couple the rail elements 116 to the first support structure 104 . The two coupling elements 118 are arranged on opposite sides of the first support structure 104 and are screwed to it, for example. In addition, the two coupling elements 118 are each mounted displaceably on two rail elements 116 arranged next to one another in pairs. The first support structure 104 is thus movably coupled on both sides to the car frame 102, more precisely to the longitudinal beams 108.

As in 1 As can be seen, the two coupling elements 118 each have a significantly smaller width than the first support structure 104. It can also be seen that the two coupling elements 118 are very flat, so that they can be arranged between the longitudinal members 108 and the first support structure 104 without the first support structure 104 has to be significantly reduced in size and/or the elevator shaft in which the elevator car 100 is to be installed has to be significantly increased in terms of its cross-sectional area.

As in 1 shown, the drive device 114 comprises, for example, two threaded spindles 120, on each of which a threaded nut 122 is arranged in the longitudinal direction of the longitudinal beam 108 to be displaceable. The threaded nuts 122 are each fastened to the first support structure 104, for example screwed to it. Furthermore, the drive device 114 comprises two separate drive units 124 which are designed to set one of the two threaded spindles 120 into a rotational movement and thereby displace the threaded nuts 122 in the longitudinal direction of the longitudinal members 108 . In addition, the drive device 114 has two bearing units 126 which are designed to each rotatably mount one of the threaded spindles 120 on one of the longitudinal beams 108 .

As in 1 As can be seen, the threaded nuts 122 can be attached to diametrically opposite corner sections of the first support structure 104 so that the lifting force is introduced at these corner sections.

The drive device 114 is seated, for example, on a floor frame 128 which is firmly connected to the four longitudinal members 108, for example screwed to them. In this case, the first support structure 104 is arranged between the floor frame 128 and the second support structure 106 . In addition to the floor frame 128, the elevator car 100 can have a ceiling frame fixedly connected to the four longitudinal beams 108 for further stabilization, wherein the second support structure 106 can be arranged between the first support structure 104 and the ceiling frame. In addition to the bearing units 126, the base frame 128 serves to absorb reaction forces when the lifting force is applied to the first support structure 104.

A drive device 114 with pneumatic and/or hydraulic drive units is also possible.

Alternatively, the car frame 102 can also be designed with only two instead of four longitudinal beams 108 . In this case, the two longitudinal beams 108 can be correspondingly larger in order to ensure sufficient stability of the car frame 102 . The linear guidance of the first carrier structure 104 in the elevator car frame 102 can take place analogously to the exemplary embodiment described above with four longitudinal carriers 108 .

Depending on the load on the car 100, a one-sided arrangement of the longitudinal beams 108 and thus a one-sided guidance of the first support structure 104 in the car frame 102 is also possible.

2 shows car 100 1 with the lower car 200 installed. The lower car 200 sits on the first support structure 104. For better visibility, the upper support structure 106, which forms an upper deck of the elevator car 100, is shown without the upper car.

In this example, the two pairs of longitudinal beams 110 are arranged to each accommodate a guide rail 202 for guiding the car 100 in an elevator shaft. The guide rail 202 can be guided centrally between two longitudinal members 108 of a pair of longitudinal members 110 .

In addition, the elevator car 100 includes, for example, four car guide elements 204 , which are arranged in pairs opposite one another on an upper end of the lower car 200 facing the second support structure 106 and are guided on the rail elements 116 . The cabin guide elements 204 are designed, for example, as sliding guide shoes.

3 shows an enlarged view of a coupling element 118 from the figures 1 and 2 . According to this exemplary embodiment, the coupling element 118 is designed as a rectangular frame with an upper bearing section 300 with two upper sliding guide shoes 301 located above the first support structure 104 and a lower bearing section 302 with two lower sliding guide shoes 303 located below the first support structure 104 . Between the two bearing sections 300, 302, the coupling element 118 has a fastening section 304, on which the coupling element 118 is screwed to a cross member 306 of the first support structure 104. The upper sliding guide shoes 301 and the lower sliding guide shoes 303 serve to guide the coupling element 118 on two parallel rail elements 116.

As in 3 As can be seen, the coupling element 118 can be constructed very simply from two vertical U-profiles 308 and two horizontal U-profiles 310, for example. The sliding guide shoes 301, 303 can be arranged in the vertical U-profiles 310 to save space. Likewise, the coupling element 118 can be fastened to the first support structure 104 via the vertical U-profiles 308, for example screwed thereto.

4 shows a double-deck elevator 400 according to an embodiment of the invention. The double-deck elevator 400 includes, for example, the car 100, as previously based on the figures 1 and 2 is described. Shown is an operational state of the car 100, in addition to the lower cabin 200 an upper Cabin 402 is integrated. The upper car 402 sits on the second support structure 106. The double-deck elevator 400 also includes a control unit 404, which is designed to control the drive device 114 in such a way that a vertical distance between the two cars 200, 402 corresponds to a floor distance between two to be approached simultaneously floors is adjusted. For this purpose, the control unit 404 receives floor information 406 which, in accordance with an elevator user's request for a stop, indicates which two floors should be stopped at the same time next. Based on floor information 406, control unit 404 determines the floor distance between the two floors to be traveled to, for example by retrieving a corresponding value from a table stored in control unit 404. Finally, based on the distance between floors, control unit 404 generates a control command 408 for actuating drive device 114 accordingly.

figure 5 FIG. 1 shows a flowchart of a method 500 for controlling the double-deck elevator 400. FIG 4 . The floor information 406 is received in the control unit 404 in a first step 510 . In a second step 520, the floor information 406 is evaluated by the control unit 404 in order to determine the floor distance between the two floors to be approached. For example, it is checked whether the determined floor distance is greater or smaller than a previously determined floor distance. If the determined floor distance is greater than a previously determined floor distance, the control command 408 is output in a step 530 in order to lower the lower car 200 relative to the upper car 402 according to a difference between the determined floor distance and the previously determined floor distance. If the determined floor distance is smaller than the previously determined floor distance, the control command 408 is issued in a step 540 to raise the lower car 200 according to a difference between the determined floor distance and the previously determined floor distance relative to the upper car 402.

The in the figures 1 and 2 The arrangement of four longitudinal beams 108 shown is particularly suitable for heavy-duty elevators for transporting loads of more than 10 t. The use of four instead of two longitudinal members 108 reduces the Individual loading of the side members 108. Accordingly, the size of the side members 108 can be reduced.

The rail members 116 can be used to advantage to reinforce the side rails 108 . For this purpose, the rail elements 116 are connected directly to the longitudinal beams 108 . In addition, the rail elements 116 can be designed, for example, with a profile shape that is particularly resistant to bending. Conversely, the stringers 108 can be used to advantage to reinforce the rail members 116 .

The horizontal space requirement of the coupling element 118 can be reduced to a minimum in particular by the sliding guide shoes 301, 303, as in 3 shown, are each used in a U or C profile, which can be a supporting component of the coupling element 118.

Finally, it should be noted that terms such as "comprising," "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 pointed out that features or steps that have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. Any reference signs in the claims should not be construed as limiting.

Claims (14)

1. Elevator car (100) for a double-deck elevator (400), wherein the elevator car (100) has two cabins (200; 402) arranged one above the other in the operational state, wherein the cabins (200; 402) are each accessible via a different floor in a stop position of the elevator car (100), wherein the elevator car (100) has:

   an elevator car frame (102) having at least one longitudinal support (108) extending in the longitudinal direction (107) of the elevator car frame (102);

   a first support structure (104) arranged in the elevator car frame (102) for supporting a first (200) of the cabins;

   a second support structure (106) arranged in the elevator car frame (102) for supporting a second (402) of the cabins;

   a linear guide means (112) which is designed to movably couple at least the first support structure (104) to the longitudinal support (108) so that the first support structure (104) can be moved along the longitudinal support (108) relative to the second support structure (106);

   wherein the linear guide means (112) has: at least one rail element (116) which is fastened to the longitudinal support (108), and at least one coupling element (118) which, on the one hand, is slidably mounted on the rail element (116) and, on the other hand, is fastened to the first support structure (104);

   wherein the coupling element (118) has: a first mounting portion (300) and a second mounting portion (302) for mounting the coupling element (118) on the rail element (116), and a fastening portion (304) arranged between the first mounting portion (300) and the second mounting portion (302) for fastening the coupling element (118) to the first support structure (104), wherein, in the operational state of the elevator car (100), the first mounting portion (300) is arranged above the first support structure (104) and/or the second mounting portion (302) is arranged below the first support structure (104); and

   a drive means (114) which is designed to move at least the first support structure (104) relative to the second support structure (106).
2. Elevator car (100) according to claim 1, wherein the coupling element (118) is designed as a frame; and/or wherein the coupling element (118) has at least one U- and/or C-shaped profile (308, 310).
3. Elevator car (100) according to claim 2, wherein the first mounting portion (300) and/or the second mounting portion (302) and/or the fastening portion (304) is integrated in the U- and/or C-shaped profile (308, 310).
4. Elevator car (100) according to any of the preceding claims, wherein the coupling element (118) has at least two U- and/or C-shaped longitudinal profiles (308) extending in the longitudinal direction (107) of the elevator car frame (102), wherein the first mounting portion (300) and/or the second mounting portion (302) and/or the fastening portion (304) is integrated in the longitudinal profiles (308).
5. Elevator car (100) according to claim 4, wherein the coupling element (118) has at least two transverse profiles (310), wherein the longitudinal profiles (308) are connected to the transverse profiles (310) to form a frame.
6. Elevator car (100) according to either claim 4 or claim 5, wherein the longitudinal profiles (308) each have at least one upper sliding guide shoe (301) arranged in the first mounting portion (300) and at least one lower sliding guide shoe (308) arranged in the second mounting portion (302) for being guided on the rail element (116).
7. Elevator car (100) according to any of the preceding claims, wherein the elevator car frame (102) has at least two longitudinal supports (108) extending in the longitudinal direction (107) of the elevator car frame (102), wherein the first support structure (104) is arranged between the longitudinal supports (108);
   wherein the linear guide means (112) has: at least two rail elements (116) which are each fastened to a different longitudinal support (108), and at least two coupling elements (118) which are fastened to opposite sides of the first support structure (104) and are each movably coupled to a rail element (116).
8. Elevator car (100) according to any of claims 1 to 6, wherein the elevator car frame (102) has at least four longitudinal supports (108) extending in the longitudinal direction (107) of the elevator car frame (102), wherein the longitudinal supports (108) are arranged in at least two opposing pairs of longitudinal supports (110), wherein the first support structure (104) is arranged between the pairs of longitudinal supports (110);
   wherein the linear guide means (112) has: at least four rail elements (116) which are each fastened to a different longitudinal support (108), and at least two coupling elements (118) which are fastened to opposite sides of the first support structure (104) and are each movably coupled to two rail elements (116).
9. Elevator car (100) according to any of the preceding claims, wherein the linear guide means (112) has at least one cabin guide element (204), wherein, in the operational state of the elevator car (100), the cabin guide element (204) movably couples the first cabin (200) to at least one longitudinal support (108) so that the first cabin (200) is guided along the longitudinal support (108) when the first support structure (104) is moved.
10. Elevator car (100) according to any of the preceding claims, wherein the first support structure (104) is arranged to support a lower cabin (200); and/or
    wherein the second support structure (106) is arranged to support an upper cabin (402).
11. Elevator car (100) according to any of the preceding claims, wherein the drive means (114) is designed to apply a lifting force to two diametrically opposed corner portions of the first support structure (104).
12. Elevator car (100) according to any of the preceding claims, wherein the drive means (114) comprises: at least one threaded spindle (120), at least one threaded nut (122) slidably mounted on the threaded spindle (120) and fastened to the first support structure (104), and at least one drive unit (124) for driving the threaded spindle (120).
13. Double-deck elevator (400), having:

    an elevator car (100) according to any of the preceding claims; and

    a control device (404) which is designed to control the drive means (114) of the elevator car (100) on the basis of a floor distance between two floors to be approached at the same time.
14. Method (500) for controlling a double-deck elevator (400) according to claim 13, wherein the method (500) comprises:

    receiving (510) floor information (406) regarding two floors to be approached at the same time;

    evaluating (520) the floor information (406) and determining (520) a floor distance between the two floors to be approached at the same time; and

    issuing (530, 540) a control command (408) for controlling the drive means (114) of the elevator car (100) on the basis of the floor distance.

Images