EP3122680B1 - Elevator system - Google Patents

Description

The present invention relates to an elevator system and a method for operating an elevator system with at least two vertical elevator shafts and at least one car, wherein in each elevator shaft at least one vertically extending rail is arranged, along which the car is movable.

State of the art

In elevator systems, cars are usually limited to a specific elevator shaft and can usually only be moved within this elevator shaft. Although elevator systems are known in which cars between different elevator shafts can be implemented, however, such a conversion is usually associated with considerable effort.

In most cases, different elements for moving the car are arranged in an elevator shaft, for example drives, suspension cables or guide rails. If a car is to be transferred from a first elevator shaft into a second elevator shaft, the car is first separated from all such elements in the first elevator shaft, is transported from the first elevator shaft into the second elevator shaft and connected to corresponding elements in the second elevator shaft. A transport of the car between elevator shafts is usually possible only by means of expensive mechanisms.

Such a transfer of cars is thus associated with great effort and time-consuming. If necessary, the entire elevator system must be taken out of service during the transfer.

In the prior art is US 3,896,736 known. US 3,896,736 discloses an elevator system having at least two elevator shafts and at least one car, wherein in a first elevator shaft a vertically extending first rail is provided, along which the car is movable, wherein in a second elevator shaft, a vertically extending second rail is provided, along which the Car is movable, wherein the first rail is formed with a first rotatable segment, wherein the second rail is formed with a second rotatable segment, wherein the elevator system is adapted, wherein the car is moved by means of a linear drive along the rails in the two elevator shafts wherein a first element of the linear drive is formed by the rails of the elevator shafts and a second element of the linear drive is arranged on the car, wherein the second element of the linear drive is rotatably mounted on the car and / or the second element of the linear drive a chassis device of the car is arranged, wherein the chassis device is rotatably mounted on a cabin of the car.

In the prior art is also JP H 06 048 672 known. JP H 06 048 672 discloses an elevator system having at least two elevator shafts and at least one car, wherein in a first elevator shaft a vertically extending first rail is provided, along which the car is movable, wherein in a second elevator shaft, a vertically extending second rail is provided, along which the Car is movable, wherein the first rail is formed with a first rotatable segment, wherein the second rail is formed with a second rotatable segment, wherein the two rotatable segments are aligned to each other such that for transferring the car from the first elevator shaft in the second Elevator car this car along the first rotatable segment and along the second rotatable segment to move between the first elevator shaft and the second elevator shaft, wherein the car is moved by means of a linear drive along the rails in the two elevator shafts in which - a first element of the linear drive is formed by the rails of the elevator shafts and a second element of the linear drive is arranged on the car. It is therefore desirable to enable a low-cost, flexible transfer of cars between elevator shafts.

Disclosure of the invention

According to the invention, an elevator system and a method for operating an elevator system with the features of the independent patent claims proposed. Advantageous embodiments are the subject of the dependent claims and the following description. The disclosed elevator system comprises at least two vertical elevator shafts and at least one car. In each elevator shaft at least one rail is arranged, along which the car is movable. Each of the rails has at least one rotatable segment. These rotatable segments are aligned with each other so that the car along the segments between the elevator shafts movable. The car can thus be moved along rotated segments of two rails in adjacent elevator shafts between the elevator shafts.

The segments are for this purpose rotated about a horizontal axis, that they are aligned with each other and together form a horizontally extending rail.

In particular, the car is moved between two adjacent elevator shafts. In particular, in each case one segment of the two rails in the two adjacent elevator shafts is rotated, between which the car is moved. These two rotated segments in the rotated state form a (substantially) closed rail (essentially) with no clearance along which the car is moved between these two elevator shafts.

In particular, the segments are rotated by 90 °. By rotation of the segments thus a horizontal rail is formed, along which the car is moved horizontally. The segments can in particular also be rotated by a suitable angle. Thus, an oblique rail is formed, that is a rail which is inclined relative to the elevator shaft by the appropriate angle. Along this inclined rail of the car is moved obliquely relative to the elevator shafts. So it is possible, for example, that a car is not only moved to another elevator shaft, but also at the same time in another floor.

The process of the car between two elevator shafts along the rotated segments will be referred to in the following description as the "horizontal process" of the car. This is not to be understood as meaning that the car is necessarily traversed exactly in the horizontal direction, but that the movement of the car has at least one component in the horizontal direction.

Advantages of the invention

For implementing the invention of the elevator car between two elevator shafts no additional elements are required. In particular, no additional mechanism is needed to transport the car from one elevator shaft to another. All elements or at least substantially all elements, which for the vertical movement of the car in the Lift shafts used in the regular operation of the elevator system are also used for the horizontal process of the car.

The car must be separated from any elements before moving to another hoistway. Furthermore, the car must be connected with no elements after the transfer in the other elevator shaft. The conversion of the car according to the invention can be carried out without great expenditure of time.

Furthermore, no additional brakes are needed for the horizontal process. Brakes for a vertical lift of the car are subjected to higher loads and must withstand greater forces than brakes for horizontal movement of the car. Therefore, brakes that are used for the regular operation of the car can also be used for the horizontal movement of the car.

The reaction according to the invention can be carried out during the regular operation of the elevator system. It is not necessary to take the lift system out of service for transfer. The transfer of the car according to the invention takes place in particular automatically or fully automatically. The transfer can also take place when passengers are in the car. In particular, the transfer of the car can be carried out in the course of a transport process by passengers.

According to a preferred embodiment, the car is initially in a first elevator shaft with a first rail. The car can be moved vertically in this first elevator shaft in the course of the regular operation of the elevator system along the first rail. The car is converted from the first elevator shaft into a second elevator shaft. The car is first to a first rotatable segment of the first rail in the first elevator shaft procedure. This first segment of the first rail is rotated from its original vertical orientation. Furthermore, a second segment of a second rail in the second elevator shaft is rotated from its original vertical orientation. This rotated first and the rotated second segment form the rail along which the horizontal movement of the car is performed. The car is thus moved along the first and the second rotated segment from the first elevator shaft into the second elevator shaft. Thereafter, the first and second segments are rotated back to their original vertical orientation. The car is now located in the second elevator shaft and can then be moved vertically in the course of the regular operation of the elevator system along the second rail in the second elevator shaft.

The first and the second segment can each be arranged in the same floor. In this case, the first and the second segment are each rotated in particular by 90 ° and the car is implemented in the corresponding floor between the first and the second elevator shaft. However, a transfer of the car between different floors is conceivable. The first segment is arranged on a first floor and the second segment on a second floor. The segments are rotated by a certain angle and the car is moved from the first floor to the second floor.

According to an advantageous embodiment, the car can be moved by means of a linear drive or by means of a plurality of linear drives along the rails in the elevator shafts. The elevator system is thus designed as a machine room-less elevator system. The car is in particular ropes, so in particular without ropes, proceed. Thus, in the elevator shafts no supporting cables are present, which is a transposition of the Car cage between the elevator shafts would complicate. By using a linear drive, the car can be moved in particular without counterweight.

By the ropeless method of the car, another advantage can be achieved. Carriages that are moved by means of suspension ropes or that are suspended from suspension ropes are subject to constructive limits with suspension cable lengths of approx. 500m: suspension ropes can vibrate or move at such lengths, hitting the elevator shaft or the building , which can lead to problems for the statics of the building. By using a linear drive these disadvantages can be overcome. The car can thus be easily moved over building heights of over 500m.

Preferably, a first element of the linear drive is formed by the rails of the elevator shafts. A second element of the linear drive is arranged on the car. This first and this second element of the linear drive interact with each other, whereby the car can be moved. The linear drive is designed in particular as a long-stator linear motor. In this case, the first element is designed as a stator or primary part. On the rail in particular current-carrying coils are arranged as a stator. The arranged on the car second element is formed as a reaction part or secondary part. In particular, at least one permanent magnet and / or at least one electromagnet are arranged as a reaction part on the car. On the other hand, the linear drive can also be designed as a short-stator linear motor. In this case, the arranged on the car second element is designed as a stator and the first element as a reaction part. Furthermore, an embodiment of the linear drive as an asynchronous linear drive is conceivable. An asynchronous linear drive is designed without permanent or electromagnets.

More preferably, the second element of the linear drive is rotatably mounted on the car. In particular, the second element can be rotated with the segments of the rails. The second element of the linear drive can thus be rotated analogously to the first element of the linear drive and used for the horizontal process of the car. Thus, the first and second elements of the linear drive, which are used for the vertical movement of the car in the course of the regular operation of the elevator system, are also used for the transfer of the car between two elevator shafts. For the conversion of the car thus no additional drive is needed.

Preferably, the car further comprises a cab and a chassis device. The second element of the linear drive is arranged on this chassis device of the car. The chassis device is rotatably mounted on the cabin of the car. The chassis device is in particular connected to the cabin via a suspension axle and mounted rotatably on this suspension axle. The chassis device acts in particular as a car suspension of the car. The car is manufactured especially in lightweight construction. Thus, the loads that act on the car suspension of the car to be kept as low as possible.

The chassis device further acts in particular as a holder for the drive or as a holder for the second element of the linear drive. Furthermore, a safety device or safety device for preventing fall of the car is arranged on the chassis device in particular. This safety device is triggered, for example, by a speed limiter when a speed of the car exceeds a limit. Such a speed limiter is designed in particular as an electronic system. In particular, the speed limiter evaluates sensor data in order to increase the speed of the car determine. If the speed of the car exceeds the limit value, the speed limiter actuates actuators to trigger the safety device or the safety gear.

Preferably, the car suspension of the car is designed as a backpack suspension. The car suspension is thus arranged on only one side of the car. In particular, the chassis device is arranged on the same side of the car. Thus, all elements for moving the car are arranged on one side of the car.

Advantageously, the rails are designed as guide rails. In particular, corresponding guide rollers are arranged on the car. In particular, these guide rollers are arranged on the chassis device. The rails thus act both as a drive and as a guide for the car. With the segments of the rails and thus this guide of the car is rotated. For the implementation of the car, no additional guides or no additional guide elements are needed.

According to an advantageous embodiment of the car comprises a locking device which is adapted to lock the cab of the car relative to the elevator shaft or on the chassis device. In particular, when the car is locked relative to the hoistway, the car is decoupled from the chassis device. The chassis device can be rotated independently of the cabin or relative to the cabin. In particular, the cabin is decoupled from the chassis device only in one direction of rotation along which the car is rotated. When the cab is locked to the chassis, rotation of the chassis relative to the cab is not possible.

Preferably, the cabin is thereby locked relative to the first elevator shaft, while the segments or the first segment are rotated. This ensures that the car remains aligned in the vertical direction while the segments or the first segment and thus the chassis device are rotated. The cab thus does not rotate with the chassis device. This is particularly important when passengers are inside the cabin during the transfer.

More preferably, the cab of the car is locked to the chassis means after the segments have been rotated and turned e.g. in their horizontal orientation. The cabin of the car is locked in particular relative to the rotated segments or to the rotated first segment. In particular, the cabin is thereby locked to the chassis device. This ensures that the cabin remains constantly aligned in the horizontal process and is not rotated, for example due to inertial forces.

During normal operation of the elevator system, that is, when the car is moved vertically along the rails, in particular the car is also locked to the chassis device.

Preferably, the cab of the car is slightly pivoted relative to the elevator shafts about a horizontal axis as the car is moved along the rotated segments of the two rails between the two elevator shafts. Here are Verschwenkungen to eg 1, 2, 3, 4, 5 or 6 ° conceivable. A corresponding pivoting can also at any acceleration of the car in the course of the horizontal process of the car acts a corresponding acceleration force on the cabin, hereinafter referred to as horizontal acceleration force. By this horizontal acceleration force there is a risk that passengers in the Cabin out of balance and lose their grip. The pivot angle is adjusted so that the resulting force of gravity and horizontal acceleration force is perpendicular to the car floor. For typical horizontal accelerations, it is possible to use a displacement angle of up to 6 °.

The pivoting angle does not necessarily have to be constant, but can also be designed to be variable in time according to the horizontal acceleration process.

The described pivoting method can be performed not only along the rotated segments but also along fixed horizontal segments.

By the rotational movement of the car relative to the elevator shafts or relative to the rails or relative to the chassis means of the car floor is inclined relative to the horizontal, so that the resulting force of weight of the passengers and horizontal acceleration force is perpendicular to the car floor. For the passengers in the car thus remains the impression that the total force acts downward. For the passengers, "down" means the direction of the car floor.

The rotation of the car takes place, as mentioned, only by a comparatively small angle. In the course of this rotation of the cabin, the cabin is locked neither relative to the elevator shaft nor to the chassis device. The locking device is in particular taken out of service.

Advantageously, a compensation rail element between rotated segments of two rails of two elevator shafts is arranged. By means of such a compensation rail element is a free space between rotated Bridged segments. Thus, component tolerances of the elevator shafts can be compensated. The compensating rail element is designed analogously to the rails and in particular forms the first part of the linear drive and guide rails for the car. The rotated segments and the balancing rail element form a (substantially) closed rail (essentially) with no clearance along which the car is moved horizontally

The invention further relates to a method for operating an elevator system. Embodiments of this inventive method will become apparent from the above description of the elevator system according to the invention in an analogous manner. An expedient arithmetic unit, in particular a control unit of an elevator system, is, in particular programmatically, configured to carry out a method according to the invention.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the respectively indicated combination but also in other combinations or alone. The invention is illustrated schematically with reference to an embodiment in the drawing and will be described in detail below with reference to the drawing.

figure description

Figures 1 - 4

each show schematically a preferred embodiment of an elevator system according to the invention in different operating conditions.

In the FIGS. 1 to 4 a preferred embodiment of an elevator system according to the invention is shown schematically and designated 100.

The elevator system 100 includes two elevator shafts 101a and 101b. Between the elevator shafts 101a and 101b, at least partially, a physical barrier 102 may be formed, for example a partition wall or wall. However, it is also possible to dispense with a physical barrier 102 between the elevator shafts 101a and 101b.

In a first elevator shaft 101a, a first rail 110a is arranged, in a second elevator shaft 101b a second rail 110b. Along these rails 110a and 110b, a car 200 is moved, which is located in the elevator shaft 101a and 101b.

The car 200 includes a cab 210 and a chassis 220. The chassis 220 acts as a suspension for the cab 210. The chassis 220 is connected to the cab 210 via a suspension axle 221. The chassis device 220 is rotatably mounted about this suspension axis 221. By means of a locking device 230, the cabin 210 can be locked to the chassis device 220, wherein in this locked state no rotation of the chassis device 220 can take place about the suspension axis 221.

The car 200 is movable by means of a linear drive 300 along the rails 110a and 110b. The rails 110a and 110b form a first element 310 of this linear drive 300. This first element 310 is thereby in particular as a primary part or as a stator 310 of the linear drive 300, further in particular as a long stator.

A second element 320 of the linear drive 300 is arranged on the chassis device 220 of the elevator car 200. This second element 320 is designed in particular as a secondary part or reaction part 310 of the linear drive 300. The second element 320 is formed, for example, as a permanent magnet.

The rails 110a and 110b are not only formed as a first element 310 of the linear drive 300, but at the same time as guide rails for the car 200. The rails 110a and 110b have for this purpose in particular a suitable guide element 410. At this guide element 410 engage guide rollers 420, which are formed on the chassis device 220 of the car 200.

The car 200 has a backpack suspension. Chassis device 220 and rails 110a and 110b are arranged in particular on a rear side of car 200. This rear side lies opposite an entry side of the car 200. The entry side of the car 200 has a door 211 on. Since the rails 110a and 110b function both as guide rails and as part of the linear drive 300, substantially no additional elements in the elevator shafts 110a or 110b are required to move the car 200.

The car 200 is not limited to being moved only within one of the elevator shafts 110a or 110b, but can be moved between the two elevator shafts 110a and 110b.

A control unit 600, which is shown purely schematically in the figures, is in particular designed for programming, a preferred Embodiment of a method according to the invention for operating the elevator system 100 perform. In this case, the control unit 600 in particular controls the linear drive 300 and moves the car 200.

Furthermore, the control unit 600 controls a change or process of the car 200 between the elevator shafts 110a and 110b.

The following is based on the FIGS. 1 to 4 by way of example described that the car 200 is first moved in the first elevator shaft 101 a, and then transferred from the first elevator shaft 101 a in the second elevator shaft 101 b.

A change between the elevator shafts 101a and 101b takes place in particular in a conversion plane 500. In the region of this conversion plane 500, the barrier 102 has an opening 103. Through this opening 103, the car 200 can be moved between the elevator shafts 101a and 101b.

In the region of this conversion plane 500, the first rail 110a has a first rotatable segment 120a and the second rail 110b has a second rotatable segment 120b. The first segment 120a or the second segment 120b is rotatably mounted about a first axis of rotation 121a and about a second axis of rotation 121b. The first rotation axis 121a is in FIG. 1 purely exemplarily shown congruent with the suspension axis 221, but need not necessarily be congruent with the suspension axis 221. The rotatable segments 120a and 120b are also controlled by the controller 600.

The rotatable segments 120a and 120b are shown in the figures purely by way of example with a rectangular shape. The segments 120a and 120b may be formed at their ends, to which they are adjacent to the remaining parts rails 110a and 110b, also curved in a circular arc. Accordingly, the Rails 110a and 110b at the points at which they adjoin the segments 120a and 120b, respectively, are curved in the same opposite circular arc. This ensures that the segments 120a and 120b do not strike or become wedged on the remaining parts of the rails 110a or 110b during the rotation.

For transferring the car 200 from the first hoistway 101a to the second hoistway 101b, the segments 120a and 120b are of a vertical orientation as shown in FIG FIG. 1 shown is rotated in a horizontal orientation, as in FIG. 2 is shown and explained in detail below.

Furthermore, a compensation rail element 125 is arranged in the region of the transfer plane 500 between the rails 110a and 110b. This balance rail member 125 serves to bridge a clearance between the segments 120a and 120b rotated in the horizontal orientation. The balancing rail element 125 acts analogously to the rails 110a and 110b as the first element 310 of the linear drive 300 and has guide elements 410 in order to simultaneously serve as a horizontal guide rail for the car 200.

Analogous to the rails 110a and 110b, the compensating rail element 125 can also be curved in a circular arc at its ends, in particular curved in the opposite direction to the corresponding ends of the segments 120a or 120b.

The car 200 is first moved along the first rail 110a in the conversion level 500. In FIG. 1 is shown that car 200 is already in this conversion level 500.

The car 210 of the car 200 is now locked by means of the locking device 230 relative to the first hoistway 101 a. The cabin 210 can be fastened, for example, to a suitable shaft element of the hoistway 101a. At the same time, the chassis 220 is locked to the first segment 120a, and the cabin 210 is decoupled from the chassis 220. The chassis device 220 can now be rotated without the car 210 also rotating.

The first segment 120a of the first rail 110a is rotated by 90 ° about the first axis of rotation 121a. Furthermore, the second segment 120b of the second rail 110b is rotated 90 ° about the second rotation axis 121b. With the rotation of the first segment 120a, the chassis device 220 of the car 200 is rotated about the suspension axis 221 by 90 °. As the cab 210 is locked relative to the first hoistway 101a, the cab 210 remains in alignment with the hoistway 101a.

In FIG. 2 the elevator system 100 is analogous to FIG. 1 schematically illustrated, wherein the first segment 120a and the second segment 120b are each rotated by 90 ° in the horizontal orientation.

As in FIG. 2 1, the first segment 120a rotated in the horizontal orientation, the second segment 120b rotated in the horizontal orientation and the compensation rail element 125 form a horizontal rail 115. The horizontal rail 115 is a (substantially) closed rail and (essentially) without Freiraum trained.

Subsequently, the car 210 of the car 200 is released from the locking or attachment relative to the elevator shaft and locked by means of the locking device 230 again to the chassis device 220.

The car 200 is now moved along the horizontal rail 115. The second element 320 of the linear drive 300 on the car 200 interacts with the first element 310 of the linear drive, in this case the horizontal rail 115.

The car 200 is thus moved from the first elevator shaft 101a into the second elevator shaft 101b and thus changes between the elevator shafts 101a and 101b.

In FIG. 3 the elevator system 100 is analogous to FIG. 2 schematically illustrated, wherein the car 200 has been moved to the rotated second segment 120b of the second rail 110b of the second hoistway 101b.

The car 210 of the car 200 is now locked by means of the locking device 230 relative to the second hoistway 101b, for example on a corresponding shaft element of the hoistway 101b. The chassis device 220 is simultaneously uncoupled from the cab 210 and locked to the rotated second segment 120b.

Subsequently, rotated first and second segments 120a and 120b, respectively, are rotated 90 degrees about their respective axes of rotation 121a and 121b, respectively, into vertical alignment. With the rotation of the second segment 120b, the chassis device 220 is also rotated about the suspension axis 221 by 90 °. The second rotation axis 121b is in FIG. 3 purely by way of example congruent with the suspension axis 221 shown. As the cab 210 is locked relative to the second hoistway 101b, the cab 210 remains in alignment with the hoistway 101b.

In FIG. 4 the elevator system 100 is analogous to FIG. 1 schematically illustrated, wherein the first segment 120a and the second segment 120b are vertically aligned again.

The car 200 is now arranged in the second hoistway 101b and can be moved by means of the linear drive 300 along the second rail 110b in the second hoistway 101b. The second element 320 of the linear drive 300 on the car 200 interacts with the first element 310 of the second rail 110b.

LIST OF REFERENCE NUMBERS

100

elevator system

101

first elevator shaft

101b

second elevator shaft

102

barrier

103

Opening of the barrier

110a

first rail

110b

second rail

115

horizontal rail

120a

first segment

120b

second segment

121

first axis of rotation

121b

second axis of rotation

125

Compensation rail element

200

car

210

cabin

211

door

220

Chassis setup

221

suspension axis

230

locking device

300

linear actuator

310

first element of the linear drive, primary part

320

second element of the linear drive, reaction part

410

guide element

420

leadership

500

Translator, conversion level

600

control unit

Claims (9)

1. Elevator system (100) having at least two elevator shafts (101a, 101b) and at least one elevator car (200),
   wherein a first vertically extending rail (110a) is disposed within a first elevator shaft (101a) along which the elevator car (200) is movable,
   wherein a second vertically extending rail (110b) is disposed within a second elevator shaft (110b) along which the elevator car (200) is movable,
   wherein the first rail (110a) comprising a first rotatable segment (120a),
   wherein the extending rail (110b) comprising a second rotatable segment (120b),
   wherein the elevator system is adapted that both rotatable segments (120a, 120b) are alignable relative to one another such that for transfering the elevator car from the first elevator shaft (101a) into the second elevator shaft (101b) the elevator car is to be moved along the first rotatable segment (102a) and along the second rotatable segment (102b) between the first elevator shaft (101a) and second elevator shaft (101b);
   wherein the elevator car (200) is movable along the rails (110a, 110b) in both elevator shafts (101a, 101b) by means of a linear drive (300), wherein

   - a first element (310) of the linear drive (300) is formed by the rails (110a, 110b) of the elevator shafts (101a, 101b), and

   - a second element (320) of the linear drive (300) is disposed on the elevator car (200), wherein the second element (320) of the linear drive (300) is mounted rotatably on the elevator car and/or the second element (320) of the linear drive (300) is disposed on a chassis unit (220) of the elevator car (200), wherein the chassis unit (220) is mounted rotatably at a cabin (210) of the elevator car (200).
2. The elevator system (100) of any of the preceding claims, wherein a suspension of the elevator car (200) is formed as a rucksack-type suspension.
3. The elevator system (100) of any of the preceding claims, wherein the rails (110a, 110b) are as formed guide rails.
4. The elevator system of any of the preceding claims, wherein the elevator car (200) comprises an arresting apparatus (230) configured to arrest the cabin (210) of the elevator car (200) relative to the elevator shaft (101a, 101b) or at the chassis unit (220).
5. The elevator system (100) of any of the preceding claims, wherein a compensation rail element (125) is disposed between rotated segments (120a, 120b) of two rails (110a, 110b) of two elevator shafts (101a, 101b).
6. A method of operating an elevator system (100) having at least two elevator shafts (101a, 101b) and at least one elevator car (200) with a cabin (210),
   wherein a vertically extending first rail (110a) is disposed within a first elevator shaft (101a) along which the elevator car (200) is moved,
   wherein a vertically extending second rail (110b) is disposed within a second elevator shaft (101b) along which the elevator car (200) is moved,
   wherein the elevator car (200) is moved along the rails (110a, 110b) in both elevator shafts (101a, 101b) by means of a linear drive (300), wherein
   wherein the first rail (110a) comprising a first rotatable segment (120a),
   wherein the second rail (110b) comprising a second rotatable segment (120b),
   wherein the rotatable segments (120a, 120b) of both rails (110a, 110b) are rotated in separate, in particular neighboring, elevator shafts (101a, 101b),
   wherein for transfering from the first elevator shaft (101a) to the second elevator shaft (101b) the elevator car (200) is moving along the first rotated segment (102a) and along the second rotated segment (102b),
   wherein a second element (320) of the linear drive (300) is supported rotatably at the elevator car (200), and/or the second element (320) of the linear drive (300) is disposed on a chassis unit (220) of the elevator car (200), wherein the chassis unit (220) is supported rotatably at a cabin (210) of the elevator car (200).
7. The method of claim 6,

   - wherein the elevator car (200) is moved to a first rotatable segment (120a) of a first rail (110a) in a first elevator shaft (101a),

   - wherein the first segment (120a) of the first rail (110a) is rotated,

   - wherein ta second segment (120b) of second rail (110b) is rotated in a second elevator shaft (101b),

   - wherein the elevator car (200) is moved along the first rotated segment (120a) and the second rotated segment (120b) from the first elevator shaft (101a) into the second elevator shaft (101b).
8. The method of claim 6, wherein a cabin (210) of the elevator car (200) is arrested relative to the first elevator shaft (101a), while the first segment (120a) is rotated and/or wherein the cabin (210) of the elevator car (200) is arrested relative to the rotated first segment (120a), after the first segment (120a) is rotated.
9. The method of any of claims 6 to 8, wherein the cabin (210) of the elevator car (200) is rotated relative to the elevator shafts (101a, 101b) while the elevator car (200) is moved between the two elevator shafts (110a, 110b) along the rotated segments (120a, 120b) of the two rails (110a, 110b)

Images