An elevator system capable of reducing the overall installation area of elevators in a building while ensuring the number of passengers in the elevator. The elevator system arranges first and second elevator cars in a single elevator hoistway, having, at a lower portion of each of the first and second elevator cars, respectively, a pair of undercar pulleys are positioned to turn ropes vertically on the outer sides of the first and second elevator cars and horizontally at the bottom, where the arranging direction of the pair of the under-car pulleys of the first elevator car intersects with the arranging direction of the pair of under-car pulleys of the second elevator car when projected onto a horizontal plane.

A car for an elevator in an elevator shaft is suspended substantially in the center of gravity thereof at least in a ratio of 2:1 by a carrying apparatus guided via pulleys and is guided through car guides. The car has a car base, a car roof and car walls that define a passenger space. For using the car in a machine room-free elevator, to provide a shaft cross-section as large as possible and to reduce the required shaft pit depth and/or the required shaft head height, at least a first part of one of the pulleys is located between the car base and the car roof and a second part of the pulley is located in the car base or at the same height as the car base or in the car roof or at the same height as the car roof.

A car for an elevator in an elevator shaft is suspended substantially in the center of gravity thereof at least in a ratio of 2:1 by a carrying apparatus guided via pulleys and is guided through car guides. The car has a car base, a car roof and car walls that define a passenger space. For using the car in a machine room-free elevator, to provide a shaft cross-section as large as possible and to reduce the required shaft pit depth and/or the required shaft head height, at least a first part of one of the pulleys is located between the car base and the car roof and a second part of the pulley is located in the car base or at the same height as the car base or in the car roof or at the same height as the car roof.

An elevator end termination includes a base member including a proximal end and a distal end and defining an internal belt cavity opening at the proximal end of the base member, an elevator belt comprising an outer jacket and an internal load carrier of a substantially rectangular cross-section, wherein the internal load carrier is exposed on an end of the elevator belt, in which a portion of the elevator belt end is positioned in the belt cavity, and an adhesive provided in the belt cavity at least between opposite sides of the elevator belt and opposing interior walls of the base member, in which the elevator belt is adhesively bonded to the base member.

An elevator end termination includes a base member including a proximal end and a distal end and defining an internal belt cavity opening at the proximal end of the base member, an elevator belt comprising an outer jacket and an internal load carrier of a substantially rectangular cross-section, wherein the internal load carrier is exposed on an end of the elevator belt, in which a portion of the elevator belt end is positioned in the belt cavity, and an adhesive provided in the belt cavity at least between opposite sides of the elevator belt and opposing interior walls of the base member, in which the elevator belt is adhesively bonded to the base member.

An end termination for an elevator system including at least two opposing outer plates connected to one another, at least two opposing guiding elements held between the outer plates, and at least two opposing wedges extending between the guiding elements and configured to clamp an elevator belt therebetween. Upon application of a belt pull force to the elevator belt, the wedges are deformed towards one another to increase a clamping force on the elevator belt.

An illustrative example assembly for determining a load on an elevator car includes a plurality of terminations respectively configured for securing an end of a load bearing member. A plurality of strain gages are respectively secured to a portion of respective ones of the plurality of terminations so that each of the terminations includes at least one of the strain gages. A load determining processor receives indications from the plurality of strain gages and determines a load on the elevator car based on the received indications.

A method of tension adjustment for a load bearing member of an elevator system includes measuring a load on a load bearing member of an elevator system via a load cell operably connected to the load bearing member, the load cell and the load bearing member connected to an elevator car disposed in a hoistway, the measured load equated with a tension of the load bearing member. The measured tension to a preselected range and an adjustment of the tension of the load bearing member is determined. Adjustment instructions are communicated to a handheld electronic device and the communicated adjustment instructions are performed thereby adjusting the tension of the load bearing member to within the preselected range.

An end termination for an elevator system may include an outer clamping member, an inner clamping member having a dimension in a first plane that is greater than a dimension in a second plane, the first plane being spaced from the second plane along a longitudinal axis of the end termination, the inner clamping member coaxially disposed in the outer clamping member, a housing holding the inner clamping member and the outer clamping member therein, and a tightening arrangement to clamp a belt between the inner clamping member and the outer clamping member.

An actively controllable suspension arrangement positions a car in an elevator system, the car being suspended by a suspension traction apparatus and displaceable within an elevator shaft by a drive. The suspension arrangement includes a carrier assembly having at least one fixator attaching the suspension traction apparatus to the carrier assembly, a displacement assembly for displacing the carrier assembly a load direction of the car, a position determination assembly indicating a real position of the car, and a controller controlling operation of the displacement assembly based on measurement signals from the position determination assembly. The suspension arrangement can be used for actively controlling and influencing a positioning and/or a motion of the car in order to perform e.g. a fast re-leveling of the car during stops and/or to compensate unintended speed variations of the car resulting e.g. from a yo-yo effect, seismic effect or similar effects.