ELEVATOR SYSTEM HAVING TWO SHAFTS

Abstract

An elevator system may include upper and lower shuttle cars in a first shaft. The shuttle cars are at least at times fixedly coupled to one another and can move vertically upward and downward together. Upper and lower distribution cars in a second shaft may be movable vertically upward and downward separately. The upper shuttle and upper distribution cars may each comprise a stopping point at an upper shuttle level. The lower shuttle and lower distribution cars may each comprise a stopping point at a lower shuttle level. The second shaft may include a first stop element that can selectively limit a driving range of the upper distribution car to the upper shuttle level and a range vertically above it. A second stop element in the second shaft may selectively limit a driving range of the lower distribution car to the lower shuttle level and a range vertically below it.

Claims

1-11. (canceled)

12. An elevator system comprising: a first shaft in which an upper shuttle car is disposed above a lower shuttle car, wherein at least at times the upper and lower shuttle cars are fixedly coupled to one another and are movable vertically upward and vertically downward together; a second shaft in which an upper distribution car is disposed above a lower distribution car, wherein the upper and lower distribution cars are movable vertically upward and vertically downward separately from one another, wherein the upper shuttle car and the upper distribution car each comprise a stopping point at an upper shuttle level, wherein the lower shuttle car and the lower distribution car each comprise a stopping point at a lower shuttle level, wherein the second shaft comprises: a first stop element that is configured to limit at least at times a driving range of the upper distribution car to the upper shuttle level and to a range vertically above the upper shuttle level, and a second stop element configured to limit at least at times a driving range of the lower distribution car to the lower shuttle level and to a range vertically below the lower shuttle level.

13. The elevator system of claim 12 wherein the stopping point at the upper shuttle level is reachable by the upper distribution car and the stopping point at the lower shuttle level is reachable by the lower distribution car when the driving range of the upper distribution car is limited to the upper shuttle level and to the range vertically above the upper shuttle level and the driving range of the lower distribution car is limited to the lower shuttle level and to the range vertically below the lower shuttle level.

14. The elevator system of claim 12 wherein an uppermost stopping point in the first shaft is disposed at the upper shuttle level.

15. The elevator system of claim 14 wherein the stopping point directly below the uppermost stopping point in the first shaft is disposed at the lower shuttle level.

16. The elevator system of claim 12 wherein the first stop element is configured to limit the driving range of the upper distribution car by way of mechanical contact with the upper distribution car and/or by way of mechanical contact with a counterweight of the upper distribution car.

17. The elevator system of claim 16 wherein the second stop element is configured to limit the driving range of the lower distribution car by way of mechanical contact with the lower distribution car and/or by way of mechanical contact with a counterweight of the lower distribution car.

18. The elevator system of claim 12 wherein the second stop element is configured to limit the driving range of the lower distribution car by way of mechanical contact with the lower distribution car and/or by way of mechanical contact with a counterweight of the lower distribution car.

19. The elevator system of claim 12 wherein the first stop element and/or the second stop element are configured to be movable such that the first stop element and/or the second stop element are movable between a release position and a stop position, wherein in the release position the driving range of the upper distribution car or of the lower distribution car is not limited by the respective stop element, wherein in the stop position the driving range of the upper distribution car or of the lower distribution car is limited by the respective stop element.

20. The elevator system of claim 12 wherein the upper distribution car and/or the lower distribution car respectively comprises a holding element configured such that mechanical contact between the holding element and the first stop element or the second stop element limits the driving range of the upper distribution car or the driving range of the lower distribution car.

21. The elevator system of claim 20 wherein the holding element is configured to be movable between a release position and a stop position, wherein in the release position the driving range of the respective distribution car is not limited by the holding element, wherein in the stop position the driving range of the respective distribution car is limited by the holding element.

22. The elevator system of claim 12 wherein the first and second shafts are parallel and adjoining one another.

23. The elevator system of claim 22 wherein the first and second shafts at least partially overlap in a vertical direction.

24. The elevator system of claim 12 wherein the first and second shafts at least partially overlap in a vertical direction.

25. The elevator system of claim 12 wherein the second shaft comprises an upper portion and a lower portion, wherein the upper portion comprises the upper shuttle level and a region vertically above the upper shuttle level, wherein the lower portion comprises the lower shuttle level and a region vertically below the lower shuttle level.

26. The elevator system of claim 25 wherein the upper portion and the lower portion have a same size, and/or wherein at least one of the upper shuttle level or the lower shuttle level is disposed in a vertical direction substantially in a center of the second shaft.

27. The elevator system of claim 12 wherein the upper and lower shuttle cars are fixedly coupled to one another at all times.

Description

DESCRIPTION OF THE FIGURES

[0028] FIG. 1 shows in a schematic illustration an elevator system according to a first preferred embodiment.

[0029] FIG. 2 shows in a schematic illustration an elevator system according to a second preferred embodiment.

[0030] FIG. 3 shows in a schematic illustration an elevator system according to a third preferred embodiment.

[0031] FIG. 4 shows in a schematic illustration an elevator system according to a fourth preferred embodiment.

[0032] FIG. 5 shows in a schematic illustration an elevator system according to a fifth preferred embodiment.

[0033] In the following figures, identical elements are provided with identical reference signs, unless expressly explained otherwise. Elements in figures which have already been explained with reference to preceding figures will not be repeated for the sake of conciseness even though these explanations also apply to the elements shown in the further figures, unless explained otherwise.

[0034] FIG. 1 shows in a schematic illustration an elevator system 10 according to a first preferred embodiment. The elevator system 10 comprises a first shaft 12 and a second shaft 14 which are arranged next to one another and extend parallel to one another in the vertical direction 100. The first shaft 12 extends vertically further downward than the second shaft 14, the second shaft extending vertically further upward than the first shaft 12. The first shaft 12 and the second shaft 14 overlap in a central region, that is to say they extend parallel next to one another over a vertical portion. In particular, both the first shaft 12 and the second shaft 14 extend as far as a lower shuttle level 16a and an upper shuttle level 16b or beyond.

[0035] A lower shuttle car 18a and an upper shuttle car 18b are provided in the first shaft 12 and can be moved vertically upward and downward in the first shaft 12, as is illustrated by arrow 102. Here, the lower shuttle car 18a and the upper shuttle car 18b are, at least at times, fixedly coupled to one another in that they are mechanically fixedly connected to one another, for example. Consequently, the lower shuttle car 18a and the upper shuttle car 18b, if they are fixedly coupled to one another, can be moved only together, but not separately from one another, that is to say can be operated as double-decker cars.

[0036] According to the embodiment shown, the lower shuttle car 18a and the upper shuttle car 18b each comprise a stopping point both at the lower end of the first shaft 12, that is to say in the shaft pit, and at the upper end of the first shaft 12, that is to say at the shaft ceiling. Here, the stopping point of the upper shuttle car 18b is always arranged vertically above the corresponding stopping point of the lower shuttle car 18a. According to the preferred embodiment shown, the two shuttle cars 18a and 18b only each comprise a stopping point at the lower end and at the upper end of the first shaft 12, but not in the intermediate region of the first shaft 12. As a result, the first shaft 12 and the two shuttle cars 18a and 18b can be particularly well-suited as a shuttle which particularly comprises the function of conveying persons and/or loads from a lower starting floor at the lower end of the first shaft 12 to the lower shuttle level 16a and/or the upper shuttle level 16b, and vice versa. Even though in each case two lower shuttle cars 18a and upper shuttle cars 18b are illustrated in the first shaft 12, only one lower shuttle car 18a one upper shuttle car 18b are arranged in the first shaft 12, the further illustrated examples merely being intended to illustrate the movability of the two shuttle cars 18a and 18b.

[0037] In the second shaft 14, there are arranged a lower distribution car 20a and an upper distribution car 20b which are not coupled to one another and in particular are not mechanically fixedly connected to one another, with the result that the lower distribution car 20a and the upper distribution car 20b can be moved separately or separated from one another. According to the first preferred embodiment, the driving range 22a of the lower distribution car 20a and the upper driving range 22b of the upper distribution car 20b are limited, with the result that neither the lower distribution car 20a nor the upper distribution car 20b is movable 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 set up permanently, with the result that the driving range limitations exist at all times. Here, the upper driving range 22b comprises the upper shuttle level 16b and extends vertically upward from the upper shuttle level 16b as far as the upper end of the second shaft 14, as illustrated by arrow 104b. The lower driving range 22a comprises the lower shuttle level 16a and extends vertically downward from the lower shuttle level 16a as far as the lower end of the second shaft 14, as illustrated by arrow 104a. The driving ranges 22a and 22b are thus 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 there necessarily having to be provided a complicated collision prevention device which would entail considerable additional costs. Furthermore, according to the first preferred embodiment, the elevator system 10 affords the advantage that the upper distribution car 20b and the lower distribution car 20a can be moved independently of one another, with the result that unnecessary waiting times can be avoided.

[0038] FIG. 2 shows in a schematic illustration a second preferred embodiment of an elevator system 10 in which the driving range limitations are explained more precisely. According to the second embodiment, at least the lower distribution car 20a is mechanically connected to a counterweight 26 by means of suspension elements 24. The suspension elements 24 can for example take the form of suspension ropes and/or suspension belts. At the upper end of the second shaft 14, the suspension elements can preferably run over one or more guide rollers and/or over one or more drive pulleys (not shown) in order to set the lower distribution car 20a and the counterweight 26 in movement. It goes without saying that the upper distribution car 20b and/or the shuttle cars 18a and 18b can be mechanically connected to suspension elements and/or a counterweight even though they are not illustrated for the sake of clarity.

[0039] To realize the driving range limitation of the upper driving range 22b of the upper distribution car 20b, the upper distribution car 20b comprises at least one holding element 28, and the second shaft 14 comprises at least one, preferably at least two, stop element 30 or stop elements 30. The stop elements 30 and/or the at least one holding element 28 can be designed to be rigidly or fixedly mounted in order, for example, to realize a permanent driving range limitation of the upper distribution car 20b. Alternatively, the stop elements 30 and/or the at least one holding element 28 can be designed to be movable, such as, for instance, pivotable and/or rotatable, and/or displaceable, in order, for example, to realize a dynamic or variable driving range limitation.

[0040] The holding element 28 and the stop elements 30 here are preferably designed in such a way that they come mechanically into contact with one another when the upper distribution car 20b reaches the end of the upper driving range 22b that is defined by the stop elements 30, and thus prevent a continuation of a driving movement of the upper distribution car 20b and a leaving of the upper driving range 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 intended to be influenced by the stop elements, such as, for example, with the lower distribution car 20a, when the respective cars approach or travel past the stop elements 30, if their driving ranges allow this.

[0041] According to the second preferred embodiment, the stop elements 30 are arranged in the second shaft 14 and the holding element 28 is arranged on the upper distribution car 20b in such a way that the upper distribution car 20b cannot move vertically downward further than to the upper shuttle level 16b. Consequently, the driving range of the upper distribution car 20b is downwardly limited in an efficient and reliable manner, with the result that a collision between the upper distribution car 20b and the lower distribution car 20a can be avoided, the driving range of which lower distribution car already begins directly below the upper shuttle level 16b.

[0042] It is advantageous if the at least one holding element 28 and/or at least one of the stop elements 30 comprises/comprise a buffer element which is designed to damp an impact of the holding element 28 or of the respective car on the stop element. The buffer element can, for example, damp the impact in that it absorbs and/or dissipates at least some of the impact energy. The buffer element can be designed, for example, as a hydraulic buffer and/or as an elastomer buffer. The buffer element is advantageously plastically and/or elastically deformable.

[0043] Also formed in the second shaft 14 is a further stop element 32 which serves to come into mechanical contact with the counterweight 26 of the lower distribution car 20a in order to limit the driving range of the lower distribution car 20a. In particular, the stop element 32 is designed in such a way that it prevents a movement of the counterweight 26 further vertically downward in the direction of the shaft pit, with the result that, at the same time, a further movement of the lower distribution car 20a vertically upward is prevented. In this way, the lower driving range 22a of the lower distribution car 20a is limited upwardly, with the result that the lower distribution car 20a cannot move beyond the lower shuttle level 16a and, in particular, cannot penetrate into the above-lying upper driving range 22b of the upper distribution car 20b.

[0044] FIG. 3 shows in a schematic illustration 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 mechanically into contact with the holding element 28 of the upper distribution car 20b in order to limit the upper driving range 22b of the upper distribution car 20b temporarily or at times. Here, the movable stop elements 34 are movable 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 downwardly limit the upper driving range 22b of the upper distribution car 20b. If, by contrast, 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 if the upper distribution car 20b travels past the position of the movable stop elements 34 and so as correspondingly not to downwardly limit the upper driving range 22b of the upper distribution car 20b.

[0045] This can be advantageous for example in order to downwardly limit the driving range of the upper distribution car 20b only when the upper distribution car 20b is intended to move into a stopping point which is situated close to the current position of the lower distribution car 20a and therefore measures for collision prevention have to be taken. If, by contrast, the lower distribution car 20a and the upper distribution car 20b are far away from one another in the second shaft 14, measures for collision prevention may be unnecessary and therefore a driving range limitation of the upper distribution car 20b and/or of the lower distribution car 20a may also be unnecessary.

[0046] This embodiment here affords the advantage that both distribution cars 20a and 20b can, if required, serve virtually the entire shaft and are not permanently restricted to a limited driving range. If, by contrast, the upper distribution car 20b is intended to move from above into the upper shuttle level 16b while at the same time the lower distribution car 20a stops in the lower shuttle level 16a, the movable stop elements 34 are brought into the stop position in order to take the required measures for collision avoidance.

[0047] However, according to this embodiment shown, it would not be possible without further safety measures to move the lower distribution car 20a, whose driving range is not limited, into the lower shuttle level 16a while the upper distribution car 20b stops in the upper shuttle level 16b, since otherwise no effective protection from collisions would be ensured.

[0048] It will be understood that, in another embodiment, the holding element 28 and the movable stop elements 34 can also be designed so as to limit the driving range of the lower distribution car 20a instead of the driving range of the upper distribution car 20b. In this case, a movement of the lower distribution car 20a into the lower shuttle level 16a would be possible, but not the corresponding movement of the upper distribution car 20b into the upper shuttle level 16b.

[0049] FIG. 4 shows in a schematic illustration an elevator system 10 according to a fourth preferred embodiment in which, as also in the third preferred embodiment, movable stop elements 34 are formed in order to downwardly limit the driving range of the upper distribution car 20b, and in addition a movable stop element 36 is formed in order to come into mechanical contact with the counterweight 26 of the lower distribution car 20a and thus to upwardly limit the driving range of the lower distribution car 20a. If both the movable stop elements 34 and the movable stop element 36 are brought into the stop position, the driving ranges of the two distribution cars 20a and 20b are limited and separated from one another, with the result that the upper distribution car 20b can move into the upper shuttle level 16b and/or can stop there, whereas the lower distribution car 20a can move into the lower shuttle level 16a and/or can stop there, without there being a collision risk. 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, with the result that the driving range limitations are removed and the two distribution cars 20a and 20b can serve virtually the entire shaft.

[0050] Furthermore, there can be provided in the second shaft 14, at a plurality of vertical positions, corresponding movable stop elements 34 and movable stop elements 36 in order to limit the driving ranges of the two distribution cars 20a and 20b at a plurality of vertical positions so as, for instance, to allow the two distribution cars 20a and 20b to move simultaneously at different vertical positions into mutually adjoining stopping points with reduced floor spacing.

[0051] FIG. 5 shows in a schematic illustration a fifth preferred embodiment of an elevator system 10. It substantially corresponds to an elevator system 10 according to the fourth preferred embodiment and differs from the preferred embodiment shown in FIG. 4 in that the driving range limitation of the lower distribution car 20a in the upward direction is not brought about 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 by movable stop elements 34 which are formed in the second shaft 14 and which are designed to come into mechanical contact with the holding element 28 of the lower distribution car 20a.

[0052] According to a further preferred embodiment, there can be provided not only a corresponding holding element 28 and stop elements 30 and 34 provided therefor on the respective distribution car but also a stop element 32 or 36 for limiting the movement of the respective counterweight 26 of the distribution car. This can achieve, for example, a particularly reliable collision protection, since a distribution car 20a or 20b is doubly safeguarded against leaving the limited driving range.

[0053] It will be understood that, according to other embodiments, the movable stop elements 34 and 36 can also be designed to be rigid or immovable and, instead, the corresponding holding elements 28 are designed to be movable, in order to achieve a dynamic or variable driving range limitation.

REFERENCE SIGNS

[0054] 10 Elevator system

[0055] 12 First shaft

[0056] 14 Second shaft

[0057] 16a Lower shuttle level

[0058] 16b Upper shuttle level

[0059] 18a Lower shuttle car

[0060] 18b Upper shuttle car

[0061] 20a Lower distribution car

[0062] 20b Upper distribution car

[0063] 22a Lower driving range

[0064] 22b Upper driving range

[0065] 24 Suspension element

[0066] 26 Counterweight

[0067] 28 Holding element

[0068] 30 Stop element

[0069] 32 Stop element (for counterweight)

[0070] 34 Movable stop element

[0071] 36 Movable stop element (for counterweight)

[0072] 100 Vertical direction

[0073] 102 Movement direction of the shuttle cars

[0074] 104a Movement direction of the lower distribution car

[0075] 104b Movement direction of the upper distribution car