EP3911591A1

EP3911591A1 - Elevator system having two elevator cars in a common shaft

Info

Publication number: EP3911591A1
Application number: EP20700458.1A
Authority: EP
Inventors: Tobias WENZELBURGER
Original assignee: TK Elevator Innovation and Operations GmbH
Current assignee: TK Elevator Innovation and Operations GmbH
Priority date: 2019-01-15
Filing date: 2020-01-09
Publication date: 2021-11-24
Also published as: KR20210111302A; US20220144591A1; CN113302143A; WO2020148139A1; DE102019200375A1

Abstract

An elevator system having an elevator car 24 arranged in a shaft is disclosed, said elevator car 24 being connected to a counterweight 26. The connection between the elevator car and the counterweight comprises a first suspension, which has a first suspension-means portion. The connection between the elevator car and the counterweight furthermore comprises a second suspension, which has a second suspension-means portion. A drive unit 50' is configured to move the elevator car by means of the first suspension. Furthermore, a further elevator car 24' is arranged in the shaft, said elevator car 24' being movable independently of the elevator car by means of a second drive unit 50".

Description

ELEVATOR SYSTEM WITH TWO BASKETS IN ONE

BAY

description

The invention relates to an elevator system which has a car which is arranged in a shaft and which is connected to a counterweight. The connection comprises a first suspension which has a first suspension element section. Furthermore, the

Connection a second suspension, which has a second suspension element section.

Exemplary embodiments show an alternative 1: 1 suspension from a car in an elevator system.

Usable space and living space, especially in tall buildings, is becoming increasingly valuable and expensive these days. Elevator systems that take up a lot of space therefore cost the owner of the house a lot of money because the space that the elevator system occupies cannot be rented. In the case of rope-operated elevator systems, there is a design requirement for a traction sheave or drum to be arranged at the (upper) end of the elevator shaft, via which the rope is guided to move the elevator car. Often the rope is also used with a

Counterweight connected after it has been passed over the traction sheave. This car suspension requires space in the building. Depending on the design of the

The lift system and the drive machine can quickly occupy several floors. This applies in particular, but not only, to multi-cabin elevator systems. Furthermore, the ratio between electrical and mechanical power of the drive unit can be varied by means of a suitable choice of the suspension. Thus, when choosing a suitable suspension, the drive unit can, for example, have the same electrical

Power consumption, in particular in the area of the drive shaft, can be made smaller, which in turn saves space.

The object of the present invention is therefore to create an improved concept for the suspension of an elevator system.

The object is achieved by the subject matter of the independent claims. Further advantageous embodiments are the subject of the dependent claims. Exemplary embodiments show an elevator installation with a car arranged in a shaft, which is connected to a counterweight. The connection between the car and the counterweight comprises a first suspension, in particular a 1: 1 suspension, which has a first suspension element section. The connection between the car and the counterweight further comprises a second suspension, in particular a 1: 1

Suspension, which has a second suspension element section. In the configuration of a 1: 1 suspension, the first suspension is also described as a first 1: 1 suspension, analogously the second suspension as a second 1: 1 suspension.

The possibility of suspending the car by means of two different suspensions enables the advantages of suspensions with larger transmission ratios to be obtained from two suspensions with lower transmission ratios without accepting the disadvantages of the larger transmission ratios. For example, if both the first and the second suspension are designed as 1: 1 suspension. With such a suspension of the car and the counterweight, the advantages of a 1: 1 suspension and a 2: 1 suspension can be combined. The advantages of the 1: 1 suspension are, in particular, the fact that, in a small installation space, the suspension means are guided from the car to the counterweight with as little as possible, in particular none.

To allow counterbend changes. One advantage of the 2: 1 suspension is that, with the same electrical power consumption, a mechanical design of the drive unit, in particular the drive shaft, can be reduced. This means that the drive unit of an identical elevator system can be (spatially) smaller when using a 2: 1 suspension than when a 1: 1 suspension is used. As a result, the use of two 1: 1 suspensions between the car and the counterweight enables both a lower overall height for the suspension and a smaller dimensioning of the drive unit from a mechanical point of view.

Similar effects can be achieved with other combinations of suspensions, especially when changing from one larger gear ratio to two smaller ones

Gear ratios is changed. According to this disclosure, a 2: 1 suspension has a larger gear ratio than a 1: 1 suspension. Other possible gear ratios are 3: 1, 4: 1 or other larger ones

Gear ratios. A larger transmission ratio is also described in the context of this disclosure as a higher-quality suspension. Exemplary embodiments show that the second suspension has no drive. In other words, only the first suspension is driven by the drive unit. The car is experienced along the second suspension due to its

Dead weight or the dead weight of the counterweight. Thus, although the car is suspended by means of two suspensions, only one drive is still required to move the car. This in turn means a significant reduction in what is necessary

Installation space, d. H. a significant space saving compared to using two

Drive units to move the car.

In alternative exemplary embodiments, the elevator installation has a further drive unit which is designed to drive the second suspension and the elevator car in

Interact with the drive unit. The drive unit can thus be dimensioned even smaller, with the further drive unit also naturally taking up space. The interaction of the two drive units should be understood to mean that they are operated synchronously. For example, unnecessary tensions in the suspension element sections are avoided by the two drive units.

Further exemplary embodiments show that the first suspension element section is coupled to the second suspension element section by means of a compensating element. In particular, the first suspension element section and / or the second suspension element section can be by means of a

Compensation elements with the car and / or be coupled to the counterweight. The fact that the first suspension element section is coupled to the second suspension element section is also intended to connect at least one of the two suspension element sections by means of the

Include compensation elements with the car or the counterweight. In this case, the connection between the suspension element sections is then realized via the car or the counterweight. The compensating element comprises, for example, one or more deflection rollers, a rocker, a spring, a rubber element or a (third)

Suspension section or any combination of the aforementioned possible

Compensating elements. However, it is advantageous if either the connection between the suspension element sections and the car or between the suspension element sections and the counterweight is rigid. has the absence of a compensating element.

It is also advantageous that the compensating element is guasistatic. This means that the compensating element does not move under ideal conditions, ie in particular with exactly the same condition of the first and second suspension element sections, the same temperature of both suspension element sections etc., and would therefore be superfluous. Among real However, there are conditions over the life of the elevator system that there are fluctuations in the length of the suspension element sections, for example caused by the loading of the suspension element or by temperature differences, the fluctuation in the length of the first suspension element section typically differing from the fluctuations in the length of the second suspension element section. In this case, it is advantageous that this fluctuation in the length of the suspension element sections is compensated for by the compensating element. Tensions in the suspension element sections can thus be reduced.

In exemplary embodiments, the first suspension element section and the second suspension element section are each realized by means of a separate suspension element. In an alternative

Exemplary embodiment, the first suspension element section and the second suspension element section are realized by means of a common suspension element. The first suspension element section and the second suspension element section are then (mechanically) connected to one another in particular in the region of the compensating element in order to form the common suspension element. For example, the common suspension element can be a rope, a chain or a belt, which is arranged on one or more deflection rollers as a compensating element, and is thus connected to the car via the at least one deflection roller. Such an arrangement of the suspension element is inexpensive and easy to implement.

In exemplary embodiments, the elevator system also has a further (i.e. second) car in the shaft, which can be moved independently of the (first) car by means of a second drive unit. In other words, the elevator system is on

Multi-cabin elevator system. The other car can therefore use the same route as the (first) car. Optionally, the other car can be the same

Use rails (or also guide rails) like the first car. In a multi-cabin elevator system, there is even more need to make the suspension of the at least two cars as space-saving as possible. It is not uncommon for conventional suspensions of multi-cabin elevator systems to have three levels (in particular floors) in order to support the suspension and the drive unit (s) for the

To accommodate cars. These three levels cannot then be reached with this elevator system. This means that in order to get to the top floors, people either have to walk or change the means of transport, e.g. change to another elevator system or an escalator. With the suspension according to the invention, however, it is possible to provide the levels provided for the suspension and the drive units at least on two levels, and in a clever arrangement also on one level can be reduced. The number of people who then have to change from the elevator system to reach their destination is thus significantly reduced.

In exemplary embodiments, the (first) car is arranged below the further (second) car. The first suspension element section and the second suspension element section can then be guided on the elevator car in such a way that the first and the second suspension element section run outside a travel path of the further elevator car. In particular, both suspension element sections should be complete, i. H. run over their entire length, outside the route of the other car. This means that there can be no collision between the other car and the suspension elements that hold the (first) car.

Exemplary embodiments also show the further car with a suspension which differs from the suspension of the (first) car, in particular the suspension of the further car is of a different type of suspension than the suspension of the car. For example, the car can be connected to the counterweight by means of the suspension according to the invention with two suspension element sections, while the other car is connected to the counterweight with a typical 1: 1 suspension. It is also possible to replace one of the two suspensions, in particular the suspension of the further car, by a higher-quality suspension, for example a 2: 1 or a 3: 1 suspension. It is advantageous that the two suspensions differ from one another, since the suspension of the two cars can thus be arranged offset to one another. This is a feature that allows the suspension of the elevator system to be compact, i. H. with a small design.

In exemplary embodiments, the first and / or the second suspension have a first and a second deflecting roller which are arranged in a common plane in order to deflect the second suspension element section from the car to the counterweight. The term deflecting roller refers to any means that allows the suspension element section to be deflected from a first, in particular vertical, direction into a second, for example horizontal, direction. This is advantageous over arrangements of

Elevator systems in which, for example, a suspension element section is first brought together with another suspension element section via deflection rollers and then both

To be able to drive suspension element sections together. By merging the two sections, an entire plane is typically claimed, for example to make the distance between successive bending changes as large as possible and to stress the suspension element section as little as possible. In exemplary embodiments, the second drive unit of the further car and the drive unit of the car are on a common level, in particular one

common floor of the building in which the elevator system is installed.

In a further exemplary embodiment, the two drive units are also arranged on the same level as the first and the second deflection roller of the first and / or second 1: 1 suspension. It is also possible to arrange the drive unit (or the second drive unit) together with the first and the second deflection roller of the first and the second 1: 1 suspension on a first common level and to arrange the second drive unit on a second level. The drive units can also be interchanged. In particular, all deflection rollers that are required to deflect the first and second suspension element sections, as well as the (first) drive unit of the (first) car and the second drive unit of the other car, can be on one level, in particular on a common floor of the building in which the elevator system is installed, be arranged.

In other words, deflection rollers for deflecting the first suspension element section from the car via the drive unit to the counterweight and for deflecting the second suspension element section from the elevator car to the counterweight can be arranged in a common plane, the common plane being in particular the same plane in which the drive unit of the car and / or the second drive unit of the other car is also arranged. In this case, the term deflection rollers refer both to the one or more deflection rollers of the first 1: 1 suspension and the one or more deflection rollers of the second 1: 1 suspension. Advantageous for building one

It is a multi-cabin elevator system, however, if at least one of the two 1: 1 suspensions has at least two deflecting rollers, since the suspension means can thus be guided outside the travel path of the other car. In general, it is also possible to use higher-quality suspensions than the 1: 1 suspensions described, but the 1: 1 suspensions offer the greatest space savings.

In exemplary embodiments, at least the first and / or the second suspension has a first and a second deflection roller. The first and the second deflection roller are at a (horizontal) distance from one another which is greater than a distance between the car and the counterweight. This enables the suspension element of one of the two suspension element sections to be guided on a side of the elevator car and the other elevator car facing away from the counterweight outside the travel path of the further elevator car and the guidance this suspension element section via the first and the second deflection roller to the counterweight. The further car below the car can thus be moved independently of the car. This enables the creation of a multi-cabin elevator system that is driven by suspension means.

In exemplary embodiments, the first suspension element section and / or the second

Suspension section the absence of a counter-bending change. Under a

Reverse bending change is understood to mean a change from the bent state to the straight state and back to an oppositely bent state of a suspension element. An oppositely bent state also exists if the suspension element is bent on one level into the next level. Under a change of bend, each bend or deflection of the suspension element by at least 40 °, at least 60 °, or at least 80 ° is also referred to. Since counter-bending changes have a negative impact on the service life of the suspension element, it is advantageous to reduce the counter-bending changes as much as possible. In

Embodiments, it is possible to reduce the number of counter-bending changes in the first and the second suspension element section to a maximum of two or even only one, the maximum of two counter-bending changes being limited to one suspension element section and the other suspension element section being free of counter-bending changes.

Furthermore, a method for operating an elevator system is shown with the following steps: arranging a car in a shaft, the car being connected to a counterweight, the connection being a first suspension and a first

Has suspension element section and a second suspension that a second

Has suspension element section comprises; and method of the car by means of a

Drive unit that drives the first suspension.

Preferred embodiments of the present invention are explained below with reference to the accompanying drawings. Show it:

1: a schematic representation of an elevator installation;

2: a schematic representation of the elevator installation in a side view with a compensating element in a first embodiment;

3: a schematic representation of the elevator system in a side view with the compensating element in a second embodiment; 4: a schematic representation of the elevator system in a side view with the compensating element in a third embodiment;

5: a schematic representation of the elevator installation in a side view with the compensating element in a fourth embodiment;

6 shows a schematic illustration of the elevator installation from a side view with a known suspension of a lower elevator car of a multi-cabin elevator system;

7 shows a schematic illustration of the elevator system in a side view with the compensating element in a fifth embodiment, which can be used, for example, for the lower car of a multi-cabin elevator system;

8 shows a schematic illustration of a known multi-cabin elevator system in a side view;

Fig. 9: a schematic representation of the elevator system in a side view in an embodiment as a multi-cabin elevator system, the lower elevator car

has suspension according to the invention; and

FIG. 10: a schematic representation of the elevator installation from FIG. 9 in a top view.

Before exemplary embodiments of the present invention are explained in more detail below with reference to the drawings, it is pointed out that identical,

elements, objects and / or structures with the same function or the same function are provided with the same reference symbols in the different figures, so that the description of these elements shown in different exemplary embodiments is interchangeable or can be applied to one another.

1 shows a schematic illustration of an elevator installation 20 in a side view. The elevator installation 20 has a shaft 22, a car 24 arranged therein and a counterweight 26 likewise arranged in the shaft 22. The car 24 is (mechanically) connected to the counterweight 26. The connection between the car 24 and the counterweight 26 is realized via two suspensions, two 1: 1 suspensions taking up the least space. In this respect, there is always a 1: 1 suspension in the figures shown, but it is also possible to replace it with a higher quality suspension. The first 1: 1 suspension 30 has a first suspension element section 32. The first

The suspension element section 32 is guided over a traction sheave 50 ′ and a diverting roller 50c in order to connect the car 24 to the counterweight 26 (mechanically). The second 1: 1 suspension 34 has a second suspension element section 36. The second

The suspension element section 36 is guided over deflection rollers 50a, 50b in order to connect the car 24 to the counterweight 26 (mechanically). The arrangement of the traction sheave 50 'is, however, not limited to the position shown in FIG. 1. Rather, the traction sheave can also be arranged at another position, for example at one of the locations at which the deflection rollers 50a, 50b and 50c are shown.

Furthermore, the diverting roller 50c can be positioned differently in relation to the traction sheave 50 ', for example by the friction between the traction sheave 50c and the

Increase suspension element section 32. To name just a few examples, the deflection roller 50c can be arranged, for example, a traction sheave 50 'offset downward, and / or the suspension element section 32 can loop both the deflection roller 50c and traction sheave 50' together once or several times.

The elevator installation 20 optionally has a compensating element in order to couple the first 1: 1 suspension 32 to the second 1: 1 suspension 36. The compensating element can on the car 24, d. H. for example in a (first) position 40a or on the counterweight 26, i. H. for example in a (second) position 40b. Examples of different compensating elements are shown in the following figures.

Optionally, the elevator system also has a lower guide 38 (e.g. a lower rope or a lower chain) with which the undersides of the car 24 and the counterweight 26 are connected to one another. The lower cable 38 can be guided by means of the deflection rollers 50d, 50e and optionally tensioned.

2 shows the elevator installation 20 according to an exemplary embodiment. In contrast to FIG. 1, the elevator installation 20 has a further deflection roller 50d as a compensating element in the position 40a. In this embodiment, the first and the second

Suspension element section 32, 36 advantageously realized from a single suspension element. In this case, the common suspension element can be guided around the deflection roller 50d, so that when the first suspension element section 32 extends differently from the second suspension element section 36, the deflection roller 50d moves, in particular rotates, around the to compensate for different expansion. Alternatively, the first and the second suspension element sections 32, 36 can also be fastened to the deflection roller 50d in other ways than by moving the suspension element around, so that it is also possible to implement this arrangement with two suspension element sections 32, 36 which are separate from one another.

3 shows the elevator installation 20 in a further exemplary embodiment. In contrast to FIG. 2, the further deflecting roller 50d is not in position 40a but in position 40b, i. H. arranged on the counterweight 26. Otherwise, the explanations from FIG. 2 can also be applied to the exemplary embodiment from FIG. 3.

FIG. 4 shows the elevator installation 20, which differs in comparison to the exemplary embodiment from FIG. 2 in the type of compensating element. Instead of the deflection roller, a rocker 52 is arranged at position 40a. The rocker 52 serves the same purpose as the deflection roller 50d from FIG. 2. This applies in particular to the exemplary embodiment from FIG. 2, in which two separate suspension elements are used to form the first suspension element section 32 and the second suspension element section 36. Just as the deflection roller from FIG. 2 can also be arranged at position 40b (cf. FIG. 3), the rocker 52 can also be arranged at position 40b, i. H. be arranged on the counterweight 26.

5 shows the elevator installation 20 in an exemplary embodiment with a spring 54 and optionally a further spring 54 'as a compensating element. The exemplary embodiment from FIG. 5 differs from the exemplary embodiments from FIGS. 1 to 4 only in the selection of the compensating element. The spring 54 is arranged between the second suspension means 36 and the car 24. Since the first suspension element 32 is also arranged in the car, the spring 54 is also arranged between the first suspension element 32 and the second suspension element 36, so that the first suspension element 32 is coupled to the second suspension element 36 by means of the spring 54. Additionally or alternatively, the first suspension element section 32 can also be connected to the car 24 by means of a spring. The further spring 54 'can be arranged analogously to the spring 54 between the first suspension element 36 and the car 24. Further possible compensating means are shown in the published patent application WO 2006 097 138 A1.

6 shows a known arrangement of a lower car 24 in one

Multi-cabin elevator system. The compensating element at position 40a has two

Deflection rollers 50d and 50e. The deflection rollers 50d and 50e are arranged in a car 24 such that (vertical) guidance of the suspension means 36 takes place outside a travel path of the car 24. In this embodiment, the suspension element 36 'is in one Roller block 60 divided into two strands, one (first) strand being guided to the elevator car 24 via the deflection roller 50c and the other (second) strand being led to the elevator car 24 via the deflection roller 50f. The roller block 60, however, takes up an entire level, for example an entire floor, and accordingly requires a lot of space. This arrangement is shown in the published patent application WO 2006 097 140 A1.

7 shows the elevator system 20 with an alternative suspension of the elevator car 24. The elevator system 20 is in particular a multi-cabin elevator system with the

suspension according to the invention. In comparison to FIG. 6, the exemplary embodiment from FIG. 7 shows the absence of the roller block 60. However, the arrangement of the deflection rollers 50d and 50e is not changed in comparison to FIG. 6. By eliminating the division of the suspension element 36 into two strands, the roller block 60 can also be omitted, in which the strands would otherwise have to be brought together so that they could be guided together via the drive unit. The deflection rollers 50a, 50b and 50c and the traction sheave 50 'can also be arranged in a single plane. The second level for the

Roller block from Fig. 6 can be omitted.

In addition to saving space, the embodiment of FIG. 7 has compared to the

6 also has the advantage that the suspension element, which the two

Has suspension element sections 32 and 36, does not undergo a counter-bending change. Of the

Changes in the curvature between the deflection roller 50e and the traction sheave 50 'are not considered to be counterbend changes due to the large distance between the deflection roller 50e and the traction sheave 50', since the typical factors that a counterbend change entails, in particular the higher load on the suspension means compared to a simple change of bending, not applicable here.

In contrast, the suspension element from FIG. 6 is subjected to a reverse bending between the deflection rollers 50f and 50b or 50c and 50a. Furthermore, starting from the deflection rollers 50a and 50b to the traction sheave 50 ', the suspension means undergoes at least one further counter-bending change if as much space as possible is to be saved. The suspension means 36 'is therefore more stressed by the larger number of counter-bending cycles than the suspension element from FIG. 7 with the suspension element sections 32 and 36. Another advantage of the embodiment from FIG. 7 compared to the elevator system from FIG. 6 is the lower force effect of the elevator car on the traction sheave 50 ', ie a lower mechanical load on the traction sheave 50' or overall of the drive unit which drives the traction sheave 50 '. Thus, the drive unit (mechanically) can be made smaller, and nevertheless (with the same power consumption) move the same car, ie in particular a car with the same weight.

The exemplary embodiment from FIG. 7 further shows that the second suspension element section 36 is guided over two deflection rollers 50a, 50b in order to form the second 1: 1 suspension.

Advantageously, the two deflection rollers 50a and 50b are at a distance from one another which is greater than a distance between the car 24 and the counterweight 26. It is thus possible to guide the suspension element section 36 from the car 24 to the counterweight 26, and thereby the to bridge the first 1: 1 suspension, for example to cross.

FIG. 8 shows the multi-cabin elevator system from FIG. 6, the upper car 24 ′ additionally being shown here. While the lower car 24 is driven by means of the traction sheave 50 ″, the upper car 24 ″ is driven by means of the traction sheave 50 ″. The lower car 24 is suspended from the suspension element 36 'at one end. At its other end, the suspension element 36 'is connected to the counterweight 26. The upper

Car 24 'is connected to the further counterweight 26' by means of the further suspension means 58. It is clear here that three levels are required for the arrangement of the suspension for both cars 24, 24 '.

Fig. 9 shows an embodiment of a multi-cabin elevator system with the

Suspension according to the invention that can replace the multi-cabin elevator system of FIG. 8. In other words, the exemplary embodiment from FIG. 9 shows this

7, wherein an (upper) car 24 'is also shown, which is arranged above the lower car 24 and in particular can be moved independently of the lower car 24. The upper car 24 'is connected to a further counterweight 26' by means of the further suspension means 58. The upper car 24 ″ is driven via the further traction sheave 50 ″. For example, the type of suspension of the upper car 24 'of the exemplary embodiment from FIG. 9 may be the same as the type of suspension of the upper car 24' of the exemplary embodiment from FIG. 8. However, the spatial arrangement of the deflection rollers and the guidance of the suspension element 58 may change in depth, d. H. perpendicular to the plane of the drawing, differ from the multi-cabin elevator system from FIG. 8. An exemplary arrangement is described below in FIG. 10.

FIG. 10 shows a top view of the multi-cabin elevator system from FIG. 9, which shows a possible spatial arrangement of the deflection rollers 50 and drive units 56 and the guidance of the suspension element 58 and the suspension element sections 32, 36. So it can Suspension means 36 above the drive unit 56a, which drives the further traction sheave 50 "and thus moves the upper (second) car 24 ', are guided. Offset, for example parallel, to the drive unit 56a, the drive unit 56b can be arranged, which drives the traction sheave 50 ', and can thus move the lower (first) car 24. The drive unit 56a is also referred to as the second drive unit. The first traction sheave 50 ′ and the deflection roller 50 a can be arranged in such a way that the first suspension element section 32 and the second suspension element section 36 are passed on opposite sides next to the upper car 24 ′ in order to reach the lower car 24. The

Traction sheave 50 "can be arranged centrally above the upper car 24". The suspension element 58 can be guided perpendicular to the center, for example a center of gravity, of the car 24 ′. Such a spatial arrangement of the deflection rollers and the associated spatial guidance of the suspension means allows both drive units 56a and 56b, the suspension for the upper car 44 'and the first and the second 1: 1

Arrange the suspension for the lower car 24 in one level, in particular one floor.

Although some aspects have been described in connection with a device, it is understood that these aspects also represent a description of the corresponding method, so that a block or a component of a device also as one

corresponding process step or to be understood as a feature of a process step. Analogously, aspects related to or as a

Method step have been described, also represent a description of a corresponding block or details or features of a corresponding device.

The above-described embodiments are merely illustrative of the principles of the present invention. It is understood that modifications and

Variations in the arrangements and details described herein will be apparent to those skilled in the art. Therefore, it is intended that the invention be limited to the

Scope of protection of the following claims and not by the specific

Details that were presented based on the description and explanation of the exemplary embodiments are limited. Reference symbol list:

20 elevator system

22 shaft

24 car

26 counterweight

30 first (1: 1) suspension

32 first suspension element section

34 second (1: 1) suspension

36 second suspension element section

38 lower guide

40 compensation element

50 pulley

50 'traction sheave

52 seesaw

54 spring

56 drive unit

58 suspension elements for the other car

60 roller block

Claims

1. Elevator system (20) with the following features: a car arranged in a shaft (22), which is connected to a counterweight, the connection comprising a first suspension, in particular a 1: 1 suspension, which has a first suspension element section and a second suspension , in particular a 1: 1 suspension, which has a second suspension element section; a drive unit (56), which is designed, the car (24) by means of the first

Suspension procedure; A further car (24 ') is arranged in the shaft (22) and can be moved independently of the car (24) by means of a second drive unit (56a).

2. Elevator system (20) according to claim 1, wherein the second suspension has the absence of a drive.

3. elevator system (20) according to claim 1, wherein the elevator system has a further drive unit (56) which is designed to drive the second suspension and the car (24) in cooperation with the

Drive unit (56) to move.

4. Elevator system (20) according to one of the preceding claims, wherein the first suspension element section is coupled to the second suspension element section by means of a compensating element.

5. Elevator system (20) according to claim 4, wherein the compensating element has at least one of the following features: a deflection roller, a rocker, a spring, a rubber element, a suspension element section.

6. Elevator system (20) according to one of the preceding claims, wherein the first suspension element section and the second suspension element section are each realized by means of a separate suspension element.

7. Elevator system (20) according to one of claims 1 to 5, wherein the first suspension element section and the second suspension element section are realized by means of a common suspension element; wherein the first suspension element section and the second suspension element section are connected to one another in the region of a compensating element.

8. Elevator system (20) according to one of the preceding claims, wherein the car (24) is arranged below the further car, the first suspension element section and the second suspension element section being guided to the elevator car (24) such that the first and the second suspension element section outside a route of the further car runs.

9. Elevator system (20) according to one of the preceding claims, wherein the further car (24 ') has a suspension that differs from the suspension of the car.

10. Elevator system (20) according to one of the preceding claims, wherein the second drive unit (56a) of the further car and the drive unit (56) of the car are arranged on a common plane.

11. Elevator system (20) according to one of the preceding claims, wherein the first and / or the second suspension has a first and a second deflecting roller which are arranged in a common plane around the second

To divert the suspension element section from the car (24) to the counterweight.

12. Elevator system (20) according to claim 11, wherein the drive unit (56) of the car and / or the second drive unit (56a) of the other car are also arranged in the common plane.

13. Elevator system (20) according to one of the preceding claims, wherein deflection rollers for deflecting the first suspension element section from the car (24) to the counterweight and for deflecting the second suspension element section from the elevator car (24) to the counterweight are arranged in a common plane, the common level being in particular the same level in which the drive unit (56) of the car and / or the second drive unit (56a) of the further car is arranged.

14. Elevator system (20) according to one of the preceding claims, wherein the first and / or the second suspension have a first and a second deflecting roller, wherein the first and the second deflecting roller have a distance from one another which is greater than a distance between the Car (24) and the counterweight.

15. Elevator system (20) according to one of the preceding claims, wherein the first suspension element section and / or the second suspension element section have the absence of a counter-bending change.

16. Method for operating an elevator system with the following steps:

Arranging a car in a shaft, the car being connected to a counterweight, the connection being a first suspension, the first

Has suspension element section and a second suspension that a second

Has suspension element section comprises;

Moving the car by means of a drive unit that drives the first suspension;

Arranging another car in the shaft; Moving the further car by means of a second drive unit independently of the car.