EP3099616B1 - Method for operating a lift system - Google Patents

Description

The present invention relates to a method for operating an elevator system and a corresponding elevator system.

State of the art

Skyscrapers and buildings with a large number of floors require complex elevator systems in order to handle all transport processes as effectively as possible. In particular, it can be the case at peak times that a large number of users want to be transported from the ground floor of the building to the different floors of the building. In other rush hours, for example, a large number of users should be transported from the different floors to the ground floor.

This requires logistically optimized elevator systems that can cope with such peak loads in the shortest possible time. Individual users should be transported to their destination floor as quickly as possible, without long waiting times. On the one hand, a cabin should be made available as quickly as possible on an initial floor, on which an individual user wants to enter the elevator system. On the other hand, the cabin in which the user gets in should reach the corresponding destination floor as quickly as possible, without having to make unnecessary stops. Furthermore, a user should have to change the cabin as few times as possible until he reaches the destination floor. If a user has to change the cabin, the following connection cabin is also subject to the shortest possible waiting times. Elevator systems for such purposes are known. Single-car systems or single-car systems have, for example, a car in an elevator shaft. Double-decker car systems have two cars in one elevator shaft. These two cabins of a double-decker cabin system are usually firmly connected to one another and mostly cannot be moved independently of one another. Multi-car systems have at least two cars in an elevator shaft. These cabins of a multi-cabin system can be moved independently of one another. Such multi-cabin systems with two cabins which can be moved independently of one another in an elevator shaft are marketed by the applicant under the name "TWIN".

From the JP H07 112875 A an elevator system is known in which a multi-car system changing shafts is provided in two elevator shafts, which connects a bottom floor with an uppermost floor, the cars of the multi-car system only stopping at fixed main floors. In addition, one-car systems are provided as local elevators in further elevator shafts, which can move to all floors within a shaft section. Elevator users should use the multi-cabin system to travel to a suitable main floor. Using one of the single-cabin systems, the elevator user should then travel to the desired floor. A similar elevator system is also in the JP H07 277615 A disclosed.

Each known elevator system mostly has individual advantages, but also individual disadvantages. For modern elevator systems, it is hardly efficient to use only a single car system. Known cabin systems are hardly able to cope with the requirements for the steadily growing number of storeys of high-rise buildings and the associated increase in users. Extensions of such known cabin systems and their performance require an increased space and space requirement and are associated with increased operating, installation and maintenance costs and one great need for resources. Extensions of known cabin systems therefore often prove to be not economical and cannot meet building planning requirements.

It is therefore desirable to improve elevator systems in such a way that it can cope with the requirements for the steadily increasing number of floors of buildings and high-rise buildings and the associated higher loads for users.

Disclosure of the invention

This object is achieved by a method for operating an elevator system and a corresponding elevator system with the features of the independent claims.

An elevator system according to the invention comprises a first and a second shaft unit. At least one single-cabin system or one-cabin system and / or at least one multi-cabin system is provided in the first shaft unit. At least one shaft-changing multi-cabin system is provided in the second shaft unit.

The first shaft unit can thus comprise a large number of single and / or multi-cabin systems. In particular, a separate elevator shaft is provided for each single-cabin system and for each multi-cabin system. The first shaft unit can thus comprise a plurality of elevator shafts. An appropriate number of cabs thus travels within the individual elevator shafts of the first shaft unit.

At least one shaft-changing multi-cabin system is provided in the second shaft unit. The second shaft unit comprises in particular at least two elevator shafts. In these at least two elevator shafts, there is at least one multi-car system changing shafts. A shaft changing multi-car system comprises in particular at least two cars in at least two elevator shafts. These at least two cars can expediently switch between the at least two elevator shafts. The cabins of a multi-car system that changes shafts are not permanently bound to an elevator shaft, as is the case with single-car systems and multi-car systems.

In particular, the cars of a multi-car system changing shafts can switch between the elevator shafts at an upper and / or at a lower end of the elevator shafts. It is also conceivable to change the cars between the elevator shafts on other suitable floors, for example in the area of the center of the shaft. If the shaft-changing multi-car system comprises more than two elevator shafts, the individual cars of the shaft-changing multi-car system can in particular switch between all of these elevator shafts. Such a change of cabins between elevator shafts can, for example, only be carried out between adjacent elevator shafts, or in particular also flexibly between non-adjacent elevator shafts.

According to the invention, in the event that a transport process, that is to say a conveyance of one or more passengers, is to be carried out from an initial floor to a destination floor, the decision is made as to which cabin or cabins the transport process is to be carried out. It will be decided whether the transport process is carried out using one or more cabins of the at least one single-cabin system, one or more cabins of the at least one multi-cabin system, one or more cabins of the at least one shaft-changing multi-cabin system or a combination of these

In particular, the elevator system according to the invention comprises a control unit, which is able to calculate an optimal transport process, taking into account the respective cabs, using a suitable computing model. Such a control unit is expediently designed with a target control unit or target selection control that can be actuated by persons to be conveyed.

According to the invention, it is thus assessed which cars of the individual car systems of the elevator system are used for the transport process. A Changing the cabins of two cabin systems takes place in appropriate transfer levels or transfer stops or transfer stops. In particular, these transfer stops are used for transport operations to higher floors. The transfer stops offer additional degrees of freedom for possible combination or combinatorics of the individual cabins of the different cabin systems for the transport process. The transfer stops thus form a variable for the evaluation or decision according to the invention as to which cabin (s) of the different cabin systems are used for the transportation process.

Advantages of the invention

All of the cabin systems of the first and second shaft units are taken into account for the evaluation. The evaluation is not carried out separately and independently of one another for the different cabin systems of the first and second shaft units. The elevator system as a whole is taken into account for the assessment. In particular, a combination of all of the elevator system's cabin systems is thus taken into account for the evaluation.

The elevator system is therefore not operated as a mere series of individual car systems. The individual car systems of the elevator system are therefore not operated independently of one another. According to the invention, the individual cabin systems are thus combined with one another as best as possible. The individual cabin systems are thus networked with one another. In particular, all the cabins of the individual cabin systems are networked with one another. In order to evaluate which cabin or which cabins are used for the transport process, all cabins of the individual cabin systems are taken into account. In particular, the transfer stops enable passengers to be transferred between cabins individual cabin systems can change, such networking or combination of the individual cabin systems.

According to the invention, the combination of the individual cabin systems or the combination of the individual cabins of the individual cabin systems can be used to carry out the transport process as quickly as possible or as well as possible. The individual cabin systems can be combined with each other via the transfer stops.

The advantages of the individual cabin systems are exploited by the invention and their disadvantages or weaknesses can be minimized or eliminated. Nowadays, the individual cabin systems as such are hardly able to meet the high requirements in buildings or high-rise buildings with a large number of floors. However, this is made possible by the combination or networking of single-cabin systems, multi-cabin systems and shaft-changing multi-cabin systems according to the invention.

An effective, effective use of individual cabin systems depends heavily on the combination or combinatorics with other cabin systems. The invention provides an effective combination of a shaft changing multi-cabin system with single and / or multi-cabin systems. The advantages of the individual cabin systems can also be optimally combined or maximized. In particular, a shaft changing multi-cabin system has the advantage of a high handling capacity (HC), i.e. a high transport capacity. However, this advantage can only be optimally exploited if the shaft-changing multi-cabin system has to make as few stops as possible. Since the invention makes it possible to carry out transport processes with as few transfers as possible and thus with as few intermediate stops as possible, these advantages of the multi-cabin system changing shafts can be optimally used.

The invention is particularly suitable for elevator systems in buildings with a building height or a vertical length of up to 1000 m. A handling capacity for the transport of passengers can be optimized by means of the elevator system according to the invention. Furthermore, a cross-sectional area of the vertical transport system can be minimized. The space and space requirements of the elevator system according to the invention can be kept as low as possible in order to optimize the handling capacity.

The transport processes can be optimized by the combination or networking of the individual cabin systems and the evaluation according to the invention as to which of the cabins of the individual cabin systems are used for a transport process. In particular, the transport processes can be carried out as quickly as possible and in a time-optimized manner, with a minimal time for a user to reach the destination floor. There are also short waiting times. In particular, a waiting time on the starting floor for a car in the elevator system can be kept as short as possible. Furthermore, the transport process is carried out with a minimum number of stops in the individual cabins. In particular, the transport process can be carried out with a transfer or a transfer or a change of cabins. However, the necessary transfers are reduced to a minimum by the evaluation according to the invention. The elevator system thus has an objectively and / or subjectively optimized transport behavior.

The networking of the individual cabin systems and the evaluation according to the invention are carried out, in particular, by a suitable networking control, which is carried out, for example, on a suitable control unit or a suitable control unit. However, the elevator system according to the invention can also be operated without this networking or combination of the individual car systems, for example if they do Networking control fails. The individual cabin systems can also be operated independently of one another and not networked with one another. The evaluation can take into account the individual cabin systems themselves and not their combination or networking.

During peak times, so-called up-peaks (large number of transport processes to higher floors) can occur. So-called lunch traffic can also occur at peak times. This leads to a large number of transport processes in both directions, i.e. both to lower floors and to higher floors. The combination or networking of the cabin systems according to the invention and the corresponding evaluation allow these peak times to be managed optimally.

In the course of the evaluation, particular attention is paid to the fact that as few cabins as possible are involved in a transport process and that the transport process is carried out as quickly as possible. This not only has advantages for a user who wants to be transported to a floor in the course of the transport process. An energy balance of the elevator system can also be optimized. Moving as few cabins as possible in the course of a transport process reduces the energy required to operate the elevator system. Energy requirements and energy supply can thus be optimally balanced and an optimal energy balance can be achieved.

The division of elevator shafts according to the invention into a first and a second shaft unit, as well as the use of single or multi-cabin systems on the one hand and shaft-changing multi-cabin systems on the other hand, can be regarded as a basic configuration which can be flexibly adapted depending on the height of a corresponding building. Accordingly, the basic configuration can also depend on the population of the corresponding building or traffic flow, i.e. the (average) number of transport processes.

According to conventional elevator systems, double-decker cabin systems with two cabins that are permanently connected to each other are often used. However, these have considerable disadvantages. In contrast, the use of cabins in a multi-cabin system that changes shafts has considerable advantages. While cabins of a double-decker cabin system have a comparatively large mass and cannot be moved flexibly and independently of one another, the cabins of the shaft-changing multi-cabin system can be moved individually, individually and independently of one another. The ability to switch flexibly between elevator shafts results in a further degree of freedom for the evaluation.

The use of single and multi-cabin systems also offers considerable advantages over double-decker cabin systems. Multi-cabin systems, in particular, have the advantage over double-decker cabin systems that they operate several cabins that can be flexibly moved in different directions.

In addition, double-decker cabin systems mostly require double entry levels. Due to the combination of the cabin systems according to the invention, no such double entry levels are required. Such double entry levels usually also require escalators or escalators for an upper one of the double entry levels, which creates additional effort. Nevertheless, the use of double entry levels is also possible for the invention.

In an advantageous embodiment of the invention, the first and the second shaft unit are each divided into vertical intervals. This single vertical Intervals encompass or extend over a certain or appropriate number of floors.

In particular, the two shaft units are divided analogously into the same vertical intervals. In particular, the vertical length of a building in which the elevator system according to the invention is installed can be divided into equal, equidistant vertical intervals. In particular, the individual vertical intervals can also each comprise a different, expedient number of floors.

One or more of the single cabin systems can be provided in each of these vertical intervals of the first shaft unit. In particular, an elevator shaft is provided in the respective vertical interval for each single-cabin system. In such a single-car system, a car can be moved in this elevator shaft of the vertical interval.

Furthermore, a common multi-cabin system can also be provided in several of the vertical intervals. These vertical intervals are in particular vertically adjacent intervals. In particular, an elevator shaft extends over these corresponding vertical intervals. The cabins of this multi-cabin system can be moved independently in this elevator shaft over the corresponding vertical intervals. In particular, one cabin of this multi-cabin system is moved within one of these vertical intervals. In particular, one cabin of this multi-cabin system thus runs in each of these vertical intervals.

It is also conceivable for a multi-cabin system to be provided in a vertical interval or for a multi-cabin system to run in individual of the vertical intervals of the first shaft unit. These corresponding vertical intervals in particular each include an elevator shaft in which a plurality of cars of the respective multi-car system can be moved independently.

At least one single-cabin system and / or at least part of a multi-cabin system is thus provided in each vertical interval of the first shaft unit. Several cabin systems can also be provided in a vertical interval. For example, a first vertical interval can comprise a first elevator shaft in which a single-car system is present. Furthermore, this first vertical interval can comprise a second elevator shaft, which is not limited to this first vertical interval and also extends over a second vertical interval lying above it. A multi-car system, for example, can be present in this second elevator shaft and thus in the first and second vertical intervals.

The first shaft unit can thus comprise a large number of single and / or multi-cabin systems. Furthermore, the first shaft unit can thus comprise a plurality of elevator shafts. Individual elevator shafts can only extend within a vertical interval or over several vertically adjacent vertical intervals. An appropriate number of cabs thus travels within the individual elevator shafts of the first shaft unit. Each of these cabins only runs within the specific vertical intervals or between the floors of these specific vertical intervals in which the corresponding single-cabin system or multi-cabin system is provided.

The elevator shafts of the individual vertical intervals of the first shaft unit do not in particular extend over the entire vertical length of the building, but only over the vertical length of the respective interval or the respective intervals. The individual elevator shafts of the vertical intervals are separated from one another in particular by physical physical barriers or delimited. Each elevator shaft of the vertical intervals has its own machine room for the respective single or multi-cabin system. In particular, machine room-less designs of the single or multi-cabin systems are also conceivable.

As an alternative, however, elevator shafts can also be separated from adjacent, consecutive vertical intervals lying one above the other by no physical physical barrier and connected to one another. For example, a shaft can extend over the entire vertical length of the building. Individual (consecutive) floors are expediently divided into the individual vertical intervals or combined to form these. This elevator shaft is thus divided into an appropriate number of vertical intervals and thus an appropriate number of smaller elevator shafts.

In particular, a car in one of the elevator shafts of the first shaft unit is not able to move over the entire vertical length of the building. Each cabin can in particular only move within the corresponding vertical intervals in which the respective single or multi-cabin system is provided.

The shaft-changing multi-cabin systems in the second shaft unit extend in particular over several of the vertical intervals, in particular over all vertical intervals. This means in particular that cabins of a multi-cabin system changing shafts can move to all floors.

In particular, the cars of a multi-car system changing shafts can switch between the elevator shafts at an upper and / or at a lower end of the elevator shafts. The cars are changed between the elevator shafts in particular in at least one of the vertical intervals, furthermore in particular between two above one another arranged vertical intervals. Two vertical intervals arranged one above the other are to be understood as two vertical intervals that are adjacent in the vertical direction.

The cabins of two cabin systems are changed at the transfer stops. In particular, transfer stops are floors at which vertical intervals adjacent to one another adjoin one another. In particular, these transfer stops are used for transport operations to higher floors. Transfer stops at which two vertical intervals arranged one above the other form, in particular, entry options for the cabin system of the respective upper of these two vertical intervals.

Advantageously, the cabins of the at least one shaft-changing multi-cabin system can run over the entire vertical length of the second shaft unit. In particular, the cars of the at least one multi-car system changing shafts can be moved over the entire vertical length of the respective elevator shafts of the second shaft unit. In particular, the elevator shafts of the second shaft unit can extend over the entire vertical length of the building. As explained, the cabins of the single-cabin systems and the multi-cabin systems only operate within certain vertical intervals of the first shaft unit. In the case of a plurality of shaft-changing multi-cabin systems, each shaft-changing multi-cabin system can also only extend over a (in particular different, individual) part of the vertical length of the building or the elevator shaft and thus over certain vertical intervals.

Preferably, at least two vertical intervals arranged one above the other (ie two adjacent in the vertical direction) form a multi-cabin system. A common elevator shaft extends over these two vertical intervals. In particular, this multi-cabin system is a two-cabin system in which two cabins are moved independently of one another. In an upper one an upper cabin of the multi-cabin system is moved in these two vertical intervals, a lower cabin of the multi-cabin system is moved in a lower of these two vertical intervals.

The floor to which these two vertical intervals adjoin serves in particular as a transfer stop or entry level for the upper cabin of the multi-cabin system. The bottom floor of the lower vertical interval serves in particular as a transfer stop or entry level for the lower cabin of the multi-cabin system.

In a preferred embodiment of the invention, the vertical intervals of the elevator shafts can overlap. This means that certain floors are calculated at two different vertical intervals. If two vertical intervals overlap, the cabins of the respective two single or multi-cabin systems of these two overlapping vertical intervals in the elevator shaft can move to these overlapping floors. The particular floors in which two vertical intervals overlap can thus be approached both by the cabin of the single or multi-cabin system of the one overlapping vertical interval and by the cabin of the single or multi-cabin system of the other overlapping vertical interval. However, the cabins of the single-cabin systems or the multi-cabin systems only operate within the respective vertical intervals. However, the overlapping of vertical intervals can make it possible that certain floors can still be approached by several cabins. The overlapping floors thus form overlapping transfer stops at which passengers can enter both the cabin system of the upper vertical interval and the cabin system of the lower vertical interval. Such overlapping transfer stops are particularly suitable for two single-cabin systems. The cabins of the shaft-changing multi-cabin system of the second shaft unit are advantageously used as feeder cabins in the course of a first partial transportation process of the transportation process. The transport process can thus be divided into several partial transport processes, in particular into two partial transport processes. In the course of this first partial transport process, a comparatively large vertical distance or height or number of floors is covered. The feeders thus serve to cover a long distance. The cabins of the multi-cabin system changing shafts are thus used as long-haul cabins. This ensures that the cabins of the shaft-changing multi-cabin system have to make as few stops as possible. In particular, the cabins of the shaft-changing multi-cabin system are used as feeder cabins in transfer stops in the course of the first partial transportation process. The feeder cabins are thus moved in particular between the transfer stops. By means of the feeder cabin, passengers are thus transported to transfer stops at which the passengers can change to another cabin system. These feeder cabins preferably run between individual vertical intervals in the course of the first partial transport operation of the transport operation.

The cabins of the single-cabin systems and multi-cabin systems of the first shaft unit are advantageously used as short-distance cabins in the course of a second partial transportation process of the transportation process. In the course of the second partial transport process of the transport process, these short-haul cabins preferably travel between floors within the respective vertical intervals of the corresponding single-cabin system or multi-cabin system. In the course of this second partial transport process, a comparatively small vertical distance or height or number of floors is covered. The cabins of the single-cabin system or multi-cabin system of the first shaft unit within of the individual vertical intervals are thus designed in particular as local elevator groups.

The transport process can be optimized using this combination of feeder cabins and short-haul cabins. To use the shaft-changing multi-cabin system as feeder cabins (in particular in a transfer stop) for the first partial transport process and the single and multi-cabin system as short-haul cabins for the second partial transport process is a particularly preferred combination or networking of the individual cabin systems. In the course of the first partial transport operation, passengers are transported using the feeder cabins, in particular in transfer stops, at which the passengers change to one of the short-haul cabins. This use of the individual cabins as feeder cabins and short-haul cabins or a corresponding number of permissible floors between which the individual feeder cabins and short-haul cabins move is taken into account in particular in the evaluation according to the invention.

For example, if a transport operation is to be carried out from the ground floor or from a bottom storey to a higher destination floor, this first partial transport operation can first be carried out by means of a feeder cabin at the vertical interval in which the destination floor is located. In the corresponding transfer stop, you can change from the feeder cabin to a short-haul cabin. Using this short-distance cabin, the second partial transport operation can then be carried out within this vertical interval to the corresponding destination floor.

Floors at which vertical intervals adjoin one another are preferred as transfer stops or transfer options between cabins of one of the single-cabin systems, the multiple-cabin systems and / or the shaft-changing multi-cabin systems used. In the course of the transport process, it is thus possible to switch between single-cabin system, multiple-cabin system and / or shaft-changing multiple-cabin system on these corresponding floors. In particular, if the two shaft units are divided analogously into the same vertical intervals, these floors, which adjoin two vertical intervals, form flexible transfer stops between the different adjacent cabin systems.

These transfer stops are therefore transfer options for the transport process. In particular, a change of cabins between individual partial transport processes takes place in these transfer stops. The transfer stops are in particular feeder stops. In particular, a change from a feeder cabin of the first partial transport to a short-distance cabin of the second partial transport takes place in these transfer stops.

However, floors within individual vertical intervals can also be selected as transfer stops. In particular, the transfer stops can be chosen flexibly, even during the regular operation of the elevator system. The transfer stops are therefore not fixed and binding, but can be chosen flexibly, adapted to the current traffic flow or the current number of transport processes. In particular, in the course of the assessment according to the invention, it is possible to choose which floors are used as transfer stops.

If at least two shaft-changing multi-cabin systems are operated in the second shaft system and cabins of at least two shaft-changing multi-cabin systems are used as feeder cabins, the individual transfer stops can all of them Feeder cabins can be divided. This avoids unnecessary stops in individual cabins.

The transfer stops are preferably provided at vertical distances of 20 m to 100 m. The transfer stops can be arranged in such a way (in particular equidistant) vertical distances that are optimal in order to cope with the up-peak (large number of transport processes to higher floors) during peak times. In particular, the transfer stops are provided at vertical intervals such that an optimal dispatch algorithm can be carried out in the course of the evaluation according to the invention.

The shaft units are preferably divided into two to five vertical intervals per 100 m building height. In particular, both shaft units are divided into the same vertical intervals. Through this division into two to five vertical intervals per 100 m building height, an optimal dispatch algorithm can be carried out in the course of the evaluation according to the invention. This ensures that traffic in the moving units in the shaft units is minimized.

The elevator system is preferably operated without a destination selection control (DSC) or without making a call. In particular if the cabins of the multi-cabin system are (exclusively) used as feeder cabins, destination selection control can be saved. The individual vertical intervals can be realized in particular with a direction-sensitive collective control. The networking of the individual cabin systems thus ensures, in particular, that a cabin is always immediately provided in the transfer options. Alternatively, it is still possible to implement a destination selection control or a call delivery in the elevator system.

In particular, the multi-cabin system changing shafts is operated without call control. The cabins of the multi-cabin system changing shafts are in particular moved permanently between the transfer stops, regardless of call control. In this case, passengers can get into any of the cabins of the multi-cabin system, which is available on the starting floor, to begin their transport process. The passenger then disembarks independently at the corresponding transfer stop and changes to one of the short-haul cabins to get to the destination floor. Alternatively, it is still possible to operate the multi-cabin system with a call control.

In an advantageous embodiment of the invention, the cabins of the shaft-changing multi-cabin system or the cabins of each shaft-changing multi-cabin system are each synchronized. In particular, starts or departures and arrivals of the individual cabins of the shaft-changing multi-cabin system are synchronized, that is to say coordinated with one another. In particular, the departures and arrivals at the individual transfer stops are synchronized. This avoids traffic jams and an optimal number of cabins in the multi-cabin system can be operated. In particular, the driving curves of the individual cabins can be individually adapted through the synchronization. Long waiting times and separate stops by waiting for other cabins are thus avoided or reduced.

In the course of the synchronization, in particular oppositely moving cabins of the multi-cabin system changing shafts can be taken into account and coordinated with one another. In particular, the journeys of oppositely moving cabins can be coordinated with one another, so that the oppositely moving cabins set in motion essentially simultaneously. A first downward moving cabin of the shaft changing Multi-cabin system can be seen as a "virtual" counterweight of a second upward-moving cabin of the multi-cabin system that changes shafts. Energy management of the elevator system can thus be further optimized. The downward movement of the first car can be used to generate energy which is used (instantaneously) for the upward movement of the second car. In particular, a connected load of the elevator system can thus be optimized.

Information relating to the transport process is preferably output by means of a display device. Such information can in particular include departure times or arrival times of cabins which are used for the transport process. In particular, the information can include delay times by which, for example, the departure of a cabin is delayed. Such delay times can occur, for example, when cabins of the multi-cabin system changing shafts are synchronized. It can be the case, for example, that passengers are still boarding one of the cabins, while another cabin, which serves as a virtual counterweight, is ready for departure. Such a display device represents in particular an information system for arrival and departure.

Such display devices can be designed, for example, visually and / or acoustically. In particular, such a display device is designed as a monitor, which is arranged in the individual cabins and / or outside the cabins. For example, such a display device can also be arranged at the individual transfer stops.

Advantageously, the transport process is carried out in particular outside of defined peak times by means of a cabin of the shaft-changing multi-cabin system in the course of a direct journey. In the course of a direct journey, only the corresponding cabin leads the transport process from the first floor to the destination floor. Thus, especially outside the peak times when there is no large flow of traffic, it is not necessary to operate several cabins unnecessarily (in particular a feeder cabin and a short-haul cabin). The energy required to operate the elevator system can thus be reduced outside of peak hours, for example.

The number of cabins in the shaft-changing multi-cabin system can preferably be changed. In particular, the number can be changed or adapted depending on the number of transport processes or depending on the actual or expected traffic flow. Individual cabins can (temporarily) be removed from the multi-cabin system that changes shafts. These removed cabins can in particular be stored in a garage or in a storage room. In particular, in the course of the evaluation according to the invention, it can be assessed whether and how many cabins are to be removed from the multi-cabin system changing shafts. This evaluation can be carried out in a particularly intelligent, self-learning and forward-looking manner.

According to an advantageous embodiment of the invention, taking into account preselectable criteria and / or predeterminable and / or parameters currently or in a predefinable time window, a decision is made as to which cabin or cabins the transport operation is to be carried out. In particular, the control unit of the elevator system is able to calculate an optimal transport process, taking into account the respective cabins, on the basis of entered preselectable criteria and / or specifiable and / or recorded parameters using a suitable computing model. Such a control unit is expediently designed with a target control unit or target selection control that can be actuated by persons to be conveyed.

It is preferably decided, taking into account the following criteria or parameters, which cabin or cabins the transport process is carried out with: the destination floor of a passenger, the destination floors of several passengers, a current traffic density, an energy requirement and / or the availability of individual cabins. On the basis of these criteria or parameters, in particular, different traffic routes or options for carrying out the transport process can be calculated. These different traffic routes can take into account direct travel as well as combinations of cabins of the different cabin systems. The best possible or cheapest of these traffic routes is selected on the basis of the criteria or parameters mentioned.

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

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the combination indicated in each case, but also in other combinations or on their own without departing from the scope of the present invention.

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

Figure description

Figure 1

schematically shows a preferred embodiment of an elevator system according to the invention, which is set up to carry out a preferred embodiment of a method according to the invention.

In Figure 1 A preferred embodiment of an elevator system according to the invention of a building is shown schematically and designated 100. The elevator system 100 has a first shaft unit 110 and a second shaft unit 120.

The shaft units are divided into five vertical intervals I1, I2, I3, I4, I5. A certain number of floors is combined into one of the vertical intervals. In this example, all five vertical intervals I1, I2, I3, I4, I5 have the same vertical height. In this example, all five vertical intervals I1, I2, I3, I4, I5 continue to comprise the same number of floors. The vertical intervals can also each have a different appropriate number of floors or vertical height.

The building in which the elevator system 100 is installed should have a purely exemplary building height of 100 m. In this example, each vertical interval therefore extends over a building height of 20 m. The building has 25 floors, for example. Each vertical interval thus extends over 5 floors. Floors on which two vertical intervals adjoin each other are provided as transfer stops or transfer options H1, H2, H3, H4. An entry point H0 is arranged in particular on a ground floor.

The second shaft unit 120 has four elevator shafts 121, 122, 123, 124 as an example. In these four elevator shafts 121, 122, 123, 124 of the second shaft unit 120, a shaft changing multi-car system is implemented. This shaft-changing multi-cabin system comprises in particular 20 cabins which can switch flexibly between the four shafts 121, 122, 123, 124 of the second shaft unit 120.

The first shaft unit 110 has four elevator shafts purple, 112a, 113a and 114a within the first interval I1. Within the second and third Intervals I2 and I3, the first shaft unit 110 has a further four elevator shafts 111b, 112b, 113b and 114b. Within the fourth and fifth intervals I4 and I5, the first shaft unit 110 has a further four elevator shafts 111c, 112c, 113c and 114c. These elevator shafts of the different vertical intervals are separated from one another in particular by vertical physical barriers (eg concrete ceilings) and each have their own machine room.

In each of the four shafts 111a, 112a, 113a, 114a of the first shaft unit 110, one cabin of a single-cabin system runs within the vertical interval I1. This means that a total of five cabins run between the boarding point H0 and the transfer option H1. These cabins are not shown in detail for reasons of clarity.

The four shafts 111b, 112b, 113b, 114b of the vertical intervals I2 and I3 of the first shaft unit 110 each have two cabins of a respective multi-cabin system which can be moved independently of one another. These multi-cabin systems are each designed as two-cabin systems. Within the four shafts 111b, 112b, 113b, 114b of the second vertical interval I2, a lower cabin of the respective multi-cabin system runs. An upper cabin of the respective multi-cabin system runs within the four shafts 111b, 112b, 113b, 114b of the third vertical interval I3.

The transfer stop H1 serves in particular as an entry point for these lower cabins of the respective multi-cabin system. The transfer stop H2 serves in particular as an entry point for these upper cabins of the respective multi-cabin system.

Similarly, in the four shafts 111c, 112c, 113c, 114c of the vertical intervals I4 and I5 of the first shaft unit 110, a lower and an upper cabin of a respective multi-cabin system runs.

The transfer stop H3 or H4 serves analogously in particular as an entry point for the lower or upper cabin of the respective multi-cabin system.

If a transport process is to be carried out, an evaluation is made as to which of the individual cabins of the single-cabin system, the multiple-cabin systems and the shaft-changing multiple-cabin system are used for this transport process.

An example is described below in which four transport operations from the ground floor H0 to four different target floors are to be carried out. A first transport operation is to be carried out on the fourth floor S4. A second transport operation is to be carried out to the 10th floor S10, which is the second transfer stop H2. A third transport operation is to be carried out to the 17th floor S17. A fourth transport operation is to be carried out to the 22nd floor S22.

Taking into account these four different destination floors, the availability of individual cabins, the current traffic density and the required energy, it is decided which cabins are used for the individual transport processes.

The first transport operation to the fourth floor S4 is carried out as a direct run by means of the cabin of the single-cabin system in the purple elevator shaft of the first shaft unit 110.

The second transport operation to the 10th floor S10 is carried out by means of a cabin of the multi-cabin system changing shafts in the elevator shaft 121 of the second shaft unit 120 as a direct run.

The third transport operation to the 17th floor S17 is carried out in two partial transport operations. First, a first partial transport operation is carried out from the ground floor to the transfer stop H3. This first partial transport operation is carried out by means of a cabin of the multi-cabin system changing shafts in the elevator shaft 123 of the second shaft unit 120 as a feeder journey. A second partial transport operation is then carried out from the transfer stop H3 to the floor S17. This second partial transport operation is carried out with the lower car of the multi-car system in the elevator shaft 114c of the vertical interval I4.

The fourth transport operation to the 22nd floor S22 is also carried out in two partial transport operations. First, a first partial transport operation from the ground floor to the transfer stop H4 is carried out. This first partial transport process is carried out by means of the car of the multi-car system changing shafts in the elevator shaft 121 of the second shaft unit 120 as a feeder journey. This cabin must make a stop at the transfer stop H2 in order to carry out the second transport process. The cabin then continues to the transfer stop H4. A second partial transport operation is then carried out from the transfer stop H4 to the floor S22. This second partial transport operation is carried out with the upper car of the multi-car system in the elevator shaft 113c of the vertical interval I5.

Reference list

100

Elevator system

110

first shaft unit

111a, b, c

Elevator shaft

112a, b, c

Elevator shaft

113a, b, c

Elevator shaft

114a, b, c

Elevator shaft

120

second shaft unit

121

Elevator shaft

122

Elevator shaft

123

Elevator shaft

124

Elevator shaft

I1

vertical interval

I2

vertical interval

I3

vertical interval

I4

vertical interval

I5

vertical interval

H0

Entry point

H1

Transfer stop

H2

Transfer stop

H3

Transfer stop

H4

Transfer stop

S4

fourth floor, target floor

S10

10th floor, target floor

S17

17th floor, target floor

S22

22nd floor, target floor

Claims (15)

1. Method for operating a lift system (100) having a first shaft unit (110) and a second shaft unit (120) which each include a number of lift shafts (111a, 111b, 111c, 112a, 112b, 112c, 113a, 113b, 113c, 114a, 114b, 114c; 121, 122, 123, 124),

   - wherein at least one single-car or one-car system and/or at least one multi-car system is/are provided in the first shaft unit (110),

   - wherein at least one shaft-changing multi-car system is provided in the second shaft unit (120), which system comprises at least two cars in one shaft which can be moved independently of one another, and

   - wherein, when a transporting operation is to be carried out from an initial storey to a destination storey, a decision is made by a control unit of the lift system (100) as to whether the transporting operation is carried out by using one or several cars of the at least one single-car system, one or several cars of the at least one multi-car system, one or several cars of the at least one shaft-changing multi-car system or a combination of the same.
2. Method according to Claim 1, wherein

   - the first and the second shaft unit (110, 120) are each divided into vertical intervals (I1, 12, 13, 14, 15), wherein the individual vertical intervals (I1, 12, 13, 14, 15) each include a number of storeys,

   - wherein one or several of the single-car systems are provided in individual vertical intervals of the vertical intervals (I1) of the first shaft unit (110) and/or wherein one or several of the multi-car systems are provided in several of the vertical intervals (12, 13; 14, 15).
3. Method according to Claim 2, wherein a multi-car system is provided in at least two vertical intervals of the first shaft unit (110) which are arranged one above the other, wherein an upper car of said multi-car system is moved in an upper vertical interval of said two vertical intervals which are arranged one above the other and wherein a lower car of said multi-car system is moved in a lower vertical interval of said two vertical intervals which are arranged one above the other.
4. Method according to one of the preceding claims, wherein the cars of the shaft-changing multi-car system of the second shaft unit (120) are used as feeder cars in the course of a first part-transporting operation of the transporting operation.
5. Method according to Claim 4, wherein said feeder cars are moved between individual vertical intervals in the course of the first part-transporting operation of the transportation operation.
6. Method according to one of the preceding claims, wherein the cars of the single-car systems and multi-car systems of the first shaft unit (110) are used as short distance cars in the course of a second part-transporting operation of the transporting operation.
7. Method according to Claim 6, wherein said short distance cars are moved between storeys inside the respective vertical intervals of the corresponding single-car system or multi-car system in the course of the second part-transporting operation of the transporting operation.
8. Method according to one of Claims 2 to 7, wherein storeys, at which vertical intervals (I1, 12, 13, 14, 15) adjoin one another, are used as transfer stops between cars of one of the single-car systems, the multi-car systems and/or the shaft-changing multi-car systems.
9. Method according to one of the preceding claims, wherein the lift system is operated with or without destination selection control, wherein in particular the shaft-changing multi-car system is operated with or without call control.
10. Method according to one of the preceding claims, wherein information relating to the transporting operation is output by means of a display device.
11. Method according to one of the preceding claims, wherein outside definable times, in particular peak times, the transporting operation is carried out in the course of a direct journey by means of a car of the shaft-changing multi-car system.
12. Method according to one of the preceding claims, wherein the number of cars of the shaft-changing multi-car system can be modified, in particular in dependence on the number of anticipated or actual transporting operations.
13. Method according to one of the preceding claims, wherein, in consideration of pre-selectable criteria and/or predefinable and/or detected parameters, the decision is made as to whether the transporting operation is carried out by using one or several cars of the at least one single-car system, one or several cars of the at least one multi-car system, one or several cars of the at least one shaft-changing multi-car system or a combination of the same.
14. Method according to Claim 13, wherein a decision as to with which car or with which cars the transporting operation is carried out is made in consideration of the following criteria or parameters: the destination storey of a passenger, the destination storeys of multiple passengers, a current traffic density, an energy demand and/or an availability of individual cars.
15. Lift system (100) having a first shaft unit (110) and a second shaft unit (120) which each include a number of lift shafts (111a, 111b, 111c, 112a, 112b, 112c, 113a, 113b, 113c, 114a, 114b, 114c; 121, 122, 123, 124),

    - wherein at least one single-car system and/or at least one multi-car system is/are provided in the first shaft unit (110),

    - wherein at least one shaft-changing multi-car system is provided in the second shaft unit (120), which system comprises at least two cars in one shaft which can be moved independently of one another,

    characterized in that,
    the lift system (100) is set up for the purpose of being operated by means of a method according to one of the preceding claims.

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