EP3201114B1 - Elevator system with individually driven cabins and closed track - Google Patents

Description

The technology described herein generally relates to elevator systems with multiple cabins in a shaft. The technology relates in particular to those elevator systems in which the cabs can be moved individually on a closed rail track. Various embodiments of the technology relate in particular to embodiments of the rail track and a drive unit.

In known elevator systems (eg, traction lifts or hydraulic lifts), a cab travels along a linear lane to transport a passenger from a boarding stall to a boarding deck. In an exemplary traction elevator, the cab is suspended from a suspension means which connects the car to a counterweight and is driven by a drive motor. Guide rails installed in an elevator shaft form the linear roadway and extend between a pit (lower pit area) and a pit top (upper pit area). The drive motor is arranged in the shaft head or a separate machine room.

An alternative concept for an elevator installation is in US 3,658,155 described. In the elevator system disclosed, a plurality of cabins are movable in a shaft along lanes. The lanes are interrupted at the floor levels by lateral guide rails and traction means, so that a cabin can approach laterally located stop positions and the car there can drive out of the road or drive back into this to keep the roadway during the entry / exit of passengers.

Also JP H05 139659 discloses an elevator system with a guide rail system. On a cab, a gear drive is arranged to move the cab along the guide rail system.

Another concept for an elevator installation is in WO 2009/072138 described. These Elevator installation has a rail track consisting of two vertical track sections and two horizontal track sections (one upper section and one lower section). In one embodiment of this elevator installation, several cabins can be moved on the rail track; Each cabin is individually driven by a motor. Up and down movements of a car are made by means of a drive gear and a brake. In the upper part of the track, a cabin is displaceable horizontally from one vertical track part to the other vertical track part by a hydraulic or pneumatic cylinder.

JP 2004269193 describes an elevator system with a roadway on which several self-propelled cabins are movable. To route a cabin from one vertical stretch to another vertical span, turnouts are used provided, insert the horizontal track parts. The switches are adjusted by a gear transmission. At the upper part of a cabin and at the lower part of the cabin, a roller drive is present, the rollers exert force on a guide rail to move the car.

The solutions mentioned are based on different approaches, for example with regard to drive and direction reversal, for example in the upper rail area. In this regard, the WO 2009/072138 no concrete implementation details. The direction reversal by the gear - driven turnout system of JP 2004269193 appears to be relatively complex and thus prone to failure. In addition, the insertion of the horizontal track parts is relatively slow. There is therefore a need for improved technology in terms of drive and direction reversal.

One aspect of such an improved technology relates to an elevator system having a guide rail system, a cab, and a drive unit disposed on the cab. The guide rail system forms a closed roadway along which the cabin can be moved between floors in operation. The drive unit has a motor, a gear system coupled to the motor by means of an axle and a guide disk, wherein the motor drives the gear system in operation. The guide rail system has a pinion system and spaced guide edges which cooperate with the guide disc. The gear system acts on the pinion system in operation to move the cab along the roadway.

According to this technology, the cab is driven by the drive unit disposed on the cab. Such a self-propelled cab can move relatively freely on the closed carriageway without being limited to vertical up / down movements by carrying ropes, slings, or hydraulic cylinders. The free mobility allows, inter alia, cornering and circulating trips with or without reversal. However, the technology is so flexible that only vertical up / down movements can be carried out as required (eg with few travel requests (eg at night)).

The technology also makes it possible to have several cabins that can move independently on the closed lane. This increases the capacity of the elevator system. For example, increased capacity may be desired in a commercial building in the morning, evening, and / or lunchtime when many people wish to travel from one floor to another floor. The technology also offers a high degree of flexibility: Outside these times, when relatively few travel requirements exist, cabins that are not needed for such traffic can be temporarily taken out of service ("parked").

In one embodiment, a central control unit and a fixed number of floor terminals are present, and each car has a local control unit. The central control unit is communicatively connected to the floor terminals and the local control units. The central control unit thus knows at any time the status (eg movement parameters including position data as exemplary status parameters) of a car. For example, when a destination call comes in, the central control unit uses the status information of all cars to select a car suitable for that destination call. The cabin selected in this way then receives from the central control unit a corresponding control command.

The communicative connection between the central control unit and the local control units takes place in one embodiment via a radio network, for. B. a WLAN. This simplifies the installation of a communication network required for the communication in a known manner. The floor terminals can communicate either via the radio network or a wired communication network with the central control unit.

In one embodiment, the pinion system includes a plurality of first and first spaced apart first bolts and a plurality of second spaced and spaced second bolts. The first row and the second row are arranged along a common line on a first guide part of the guide system. The bolts are visible along the guide system and therefore, for example, by a service technician verifiable; this can replace them if necessary, without larger ones Parts of the management system would need to be replaced.

When using such bolts according to an embodiment, the first bolts on a first side of the first guide part in a first direction, and the second bolts on a second side of the first guide part in a second direction, wherein the first direction is opposite to the second direction ,

In one embodiment, the gear system has a first gear disk and a second gear disk spaced therefrom and disposed on the axle. The guide disk is arranged between the first and the second gear wheel on the axis. The guide disk has, for example, a guide groove in which the guide edges engage. The functions guide and drive are therefore close together on the drive unit. This has the advantage that dimensional tolerances, z. B. respect. Distance between leading edge and guide, must be complied with only over small distances; This is easier in a small space than at long distances.

According to one embodiment, the gear wheels are rotated against each other, for example by half a pitch. This ensures that always engages at least one gear in the pinion system and continuously exerts a force on the pinion system, but also provides a continuous guidance, regardless of whether the cabin is moved horizontally or vertically.

In one exemplary embodiment, a conductor track is arranged on the guide rail system with which the drive unit is in electrical contact in order to supply the drive unit with electrical energy. This has the advantage that a central conductor track supplies all cabins and drive units with electrical energy without, for example, hanging cables being required for this purpose.

In one embodiment, the guide rail system has a guide member that extends along a vertical span of the guide rail system. The guide member engages in a coupled with the cabin recording. The receptacle can be configured as a guide groove on the cabin. The receptacle can also be configured as a guide groove on a guide shoe.

The guide shoe is not rotatably mounted on the axis. On a side facing the gear system and the pinion system, the guide shoe according to an exemplary embodiment has parts which define travel paths. On the pinion system a guide profile is fixed, which is feasible in one of the driving ways. This ensures that the drive unit is guided as long as possible on the guide rail system.

Fig. 1

eine schematische perspektivische Darstellung eines Ausführungsbeispiels eines Aufzugsystems mit einem Führungssystem für mehrere selbst angetriebene Kabinen in ersten Positionen;

Fig. 2

eine vergrösserte Illustration eines unteren Bereichs des Aufzugsystems aus Fig. 1, wobei die Kabinen sich in zweiten Positionen befinden;

Fig. 3

ein schematisch dargestelltes Ausführungsbeispiel eines Teils des Führungssystems aus dem in Fig. 2 gezeigten unteren Bereich des Aufzugsystems;

Fig. 4

eine detailliertere Illustration des Führungssystems mit einer darin angeordneten Kabine und Antriebseinheit;

Fig. 5

ein schematisch dargestelltes Ausführungsbeispiel des Führungssystems in perspektivische Ansicht;

Fig. 6

einen Querschnitt durch das in Fig. 5 gezeigte Ausführungsbeispiel des Führungssystems;

Fig. 7

eine schematische Illustration einer Draufsicht auf die Antriebseinheit in Wechselwirkung mit dem Führungssystem;

Fig. 8

eine schematische Illustration einer Antriebseinheit aus Fig. 4 in Wechselwirkung mit dem Führungssystem in perspektivischer Darstellung;

Fig. 9

ein schematisch dargestelltes Ausführungsbeispiel einer Antriebseinheit in Draufsicht;

Fig. 10

die Antriebseinheit aus Fig. 9 in perspektivischer Darstellung;

Fig. 11

eine schematische Illustration eines Ausführungsbeispiels eines Führungsschuhs für ein Ausführungsbeispiel eines zweiten Führungssystems;

Fig. 12

eine schematische Draufsicht auf den Führungsschuh aus Fig. 11;

Fig. 13

einen Querschnitt durch das zweite Führungssystems;

Fig. 14

ein schematisch dargestellter unterer Bereich des zweiten Führungssystems;

Fig. 15

eine Illustration des Führungsschuhs mit einem daran angeordneten Führungsprofil und einem Zahnradsystem der Antriebseinheit;

Fig. 16

eine schematische Illustration einer Draufsicht auf die Antriebseinheit in Wechselwirkung mit dem zweiten Führungssystem;

Fig. 17

eine schematische Illustration einer Antriebseinheit in Wechselwirkung mit dem zweiten Führungssystem in perspektivischer Darstellung; und

Fig. 18

eine schematische Illustration des Aufzugsystems mit einer zentralen Steuereinheit und einer Anzahl von Stockwerkterminals.

In the following, various aspects of the improved technology are explained in more detail by means of exemplary embodiments in conjunction with the figures. In the figures, like elements have the same reference numerals. Show it:

Fig. 1

a schematic perspective view of an embodiment of an elevator system with a guide system for a plurality of self-propelled cabins in first positions;

Fig. 2

an enlarged illustration of a lower portion of the elevator system Fig. 1 with the cabins in second positions;

Fig. 3

a schematically illustrated embodiment of a portion of the guide system of the in Fig. 2 shown lower portion of the elevator system;

Fig. 4

a more detailed illustration of the guide system with a cab and drive unit arranged therein;

Fig. 5

a schematically illustrated embodiment of the guide system in perspective view;

Fig. 6

a cross section through the in Fig. 5 shown embodiment of the guide system;

Fig. 7

a schematic illustration of a plan view of the drive unit in interaction with the guide system;

Fig. 8

a schematic illustration of a drive unit Fig. 4 in interaction with the guide system in perspective view;

Fig. 9

a schematically illustrated embodiment of a drive unit in plan view;

Fig. 10

the drive unit off Fig. 9 in perspective view;

Fig. 11

a schematic illustration of an embodiment of a guide shoe for an embodiment of a second guide system;

Fig. 12

a schematic plan view of the guide shoe Fig. 11 ;

Fig. 13

a cross section through the second guide system;

Fig. 14

a schematically illustrated lower portion of the second guide system;

Fig. 15

an illustration of the guide shoe with a guide profile arranged thereon and a gear system of the drive unit;

Fig. 16

a schematic illustration of a plan view of the drive unit in interaction with the second guide system;

Fig. 17

a schematic illustration of a drive unit in interaction with the second guide system in perspective view; and

Fig. 18

a schematic illustration of the elevator system with a central control unit and a number of floor terminals.

Fig. 1 shows a perspective and schematic representation of an embodiment of an elevator system 1 with a guide system 4 for a plurality of self-propelled cabins 2 in first positions. Fig. 2 shows an enlarged illustration of a lower portion of the elevator system 1 from Fig. 1 from another perspective, with the cabins 2 in second positions. In both positions, the elevator cars 2 are in the lower region of the guide system 4; in Fig. 1 Both cabins 2 are located on vertical sections of the guidance system 4, and in Fig. 2 is one of the cabins 2 on a horizontal section of the guide system 4 while the other car 2 is located on a vertical route.

Such an elevator system 1 is usually installed in a shaft within a multistory building. Such a shaft can be designed differently, for example as a shaft with four walls, or as a shaft with less than four walls, for example as a so-called panoramic elevator. For the sake of clarity, show Fig. 1 and Fig. 2 neither a shaft nor mounting structures, shaft doors or single storeys. However, the person skilled in the art recognizes that the guide system 4 is fastened in the shaft by various fastening structures. Parts of these attachment structures are exemplary in FIG Fig. 4 shown. Those skilled in the art will also recognize that typically on each floor, a hoistway gate shuts off the hoistway to prevent access when there is no booth 2 on the floor. Only when there is a boarding or boarding request on a floor and the car 2 is on the floor, the landing door opens together with a car door. In Fig. 1 and Fig. 2 No cabin doors are shown, only openings 6 in the cabins 2. In the region of an opening 6, the car door is arranged, which closes or opens the opening 6.

The guide system 4 consists of a door-side (or front) sub-system 4a and a back-side (or rear) sub-system 4b (viewed from the floor). Each subsystem 4a, 4b has vertical track sections 4a1, 4a2, 4b1, 4b2 and horizontal track sections 4a3, 4b3 in the upper and lower sections. The horizontal track parts 4a3, 4b3 connect the vertical track parts 4al, 4a2, 4b1, 4b2 with each other; The connection of the track parts results in a closed rail track for the cars 2.

As in Fig. 1 and Fig. 2 indicated, the subsystems 4a, 4b are offset from one another laterally. In Fig. 1 the left car 2 drives along the vertical track parts 4a1, 4b1 and the right car 2 along the vertical track part 4a2, 4b2. The vertical track parts 4al, 4b1; 4a2, 4b2 are laterally spaced from each other. In one exemplary embodiment, this distance corresponds approximately to a door-side width of the car 2 and allows the car 2 to be entered or left through the opening 6 on a floor in this clearance.

Each car 2 is self-propelled, ie, there is a drive unit 8 on the car 2, which is controlled by a local and / or central elevator control (see description of FIG Fig. 18 ) - on the guide system 4 exerts a force to move the car 2. In one embodiment, the drive unit 8 is arranged on a roof of the car 2. In the in Fig. 1 and Fig. 2 shown embodiment, two drive units 8 are arranged on the roof of the car 2, wherein a door-side (front) drive unit 8 exerts force on the door-side subsystem 4a, and a rear (rear) drive unit 8 force on the back subsystem 4b exerts. Based on the rectangular area of the roof of the car 2, the drive units 8 are arranged diagonally, in Fig. 1 and Fig. 2 each front left and right rear.

In one exemplary embodiment, the two drive units 8 are controlled by the converters assigned to them in such a way that they are operated synchronously with one another. This can be achieved, for example, by adjusting the two converters with respect to their respective driving curves in operation.

In order to be able to exert said force on the guide system 4, there is a positive connection between the guide system 4 and a drive unit 8. For this purpose, the guide system 4 has a rack system, and each drive unit 8 has a gear system 10 which engages the rack system. The combination of the rack system and the gear system 10 forms a rack and pinion. Each drive unit 8 also has, inter alia, a motor, a transmission and a brake. Details of the rack and pinion system are exemplary in connection with Fig. 6 and details of the drive unit 8 are exemplary in connection with Fig. 8 - Fig. 10 described.

Fig. 3 shows a schematic embodiment of a horizontal track portion 4a3 of the guide system 4 of the in Fig. 1 A lower part of the elevator system 1 is shown in the lower part of the elevator system. this also applies to corresponding rear track parts. The track part 4a3 shown has a guide part 12 and a guide part 14, which are made of sheet steel and as flat profiles and lie in a (common) plane (in the installed state, they lie in a vertical plane). The guide members 12, 14 are spaced apart, so that there is a clearance between these parts 12, 14. This clearance is referred to below as the lane 20, because there drive parts of the drive unit 8 along. This lane 20 extends in the plane of the guide members 12, 14 along the door-side subsystem 4a and is a closed lane, ie a lane without beginning and end, which can be bypassed as often as without passing, for example, a transition point or leave guides; this is similar to the principle of a paternoster lift. A corresponding roadway is present in the rear subsystem 4b. In Fig. 3 the guide member 14 is attached to a support structure 24. The guide member 12 is also attached to a support structure, however, in Fig. 3 not shown.

In the in Fig. 3 1, a conductor track 18 is shown, which is held by fastening elements 16 in a plane parallel to the plane of the guide parts 12, 14. The fastening elements 16 are made, for example, from electrically insulating material (eg plastic) in order to electrically isolate the conductor track 18 from conductive parts of the guide system 4. The conductor track 18 extends as a closed path parallel to the roadway 20. In operation, the drive unit 8 contacts the conductor track 18 and is connected via the conductor track 18, for example, the subsystem 4a, with electrical Energy supplied. The circuit is closed by the drive unit 8 and the track 18 of the subsystem 4b. The spacing of said planes is dependent on the size of the drive unit 8 and chosen so that a contact element of the drive unit 8 is in constant contact with the conductor track 18 during operation. In one embodiment, the conductor track 18 is a flat profile. In another embodiment, the conductor track 18 is a groove profile with a longitudinal groove in which a sliding contact can be used. In another embodiment, the transmission of the electrical energy can also be effected by contact without induction.

The guide member 14 has in the embodiment shown a plurality of spaced and juxtaposed recesses 22. The recesses 22 are located in edge regions of the guide member 14. In one embodiment, these recesses 22 holes and take on bolts that are part of the rack system and in the Gear system 10 of the drive unit 8 engages. A guide member 14 with such bolts is in communication with Fig. 6 described.

Fig. 4 shows an illustration of the guide system 4 with a car arranged therein 2 and two drive units 8 on the roof of the car 2. The guide system 4 are parts of the vertical track parts 4a1, 4b1; 4a2, 4b2. The cabin 2 shown could, for example, be located on a floor, not shown, with the opening 6 facing the floor. In addition shows Fig. 4 Fastening structures with which the guide system 4 is mounted in the shaft. These include mounting rails 17, of which Fig. 4 one each vertical track part 4al, 4a2, 4b1, 4b2 shows. Per track part 4a1, 4a2, 4b1, 4b2 - depending on the height of the building - a plurality of fastening rails 17 connected to each other, for example by fasteners 26, and form in connection with horizontal track parts the roadway 20. The fasteners 16 and the tracks 18 are also on attached to the mounting rails 17.

Fig. 4 illustrates that the car 2 is guided by the vertical track parts 4a1, 4b1 and each gear system 10 of a drive unit 8 engages in the toothed rack system present on the respective track part 4a1, 4bl. To the in Fig. 4 shown vertical track portions 4a2, 4b2 can drive a further car 2 along. The drive units 8 of this (further) cabin 2 engage in the rack and pinion systems of the Track parts 4a2, 4b2 a.

Fig. 5 shows a schematic embodiment of the guide system 4 in a perspective view. The following sizes and distances are examples; A person skilled in the art recognizes that this information can vary depending on the design of the elevator system 1 (for example with regard to cabin load). Shown is a part of the fastening rail 17, which has a U-shaped cross-sectional profile with a wall part 17a and two side parts 17b, 17c. On the wall portion 17 a, the conductor 18 is fixed, for example, by means of in Fig. 3 Each side part 17b, 17c has at its free end a flange to which one of the guide parts 12, 14 is attached. On the side part 17b, the guide member 14 is fixed and on the side part 17c, the guide member 12. The guide members 12, 14 are mounted so that they laterally into a space 19 (s. Fig. 6 ), which is formed by the side parts 17b, 17c and the wall part 17a, protrude and limit this. On the guide member 12, a guide member 32 is fixed, which extends along the guide member 12. In the illustrated embodiment, the guide member 32 is an angle profile, wherein the legs of the angle profile enclose an angle of approximately 45 °. Depending on the configuration, the legs can also enclose another angle. In operation, a leg of the angle profile engages in a guide groove 33 (s. Fig. 4 and Fig. 7 ) on the car 2 to stabilize the car 2 while driving. In another embodiment, the guide can be done by means of one or more circular guides, in which a guide rod is encompassed by a guide shoe.

On the guide member 14, the rack system comprising the bolts 28, 30, arranged. In the illustrated embodiment of the rack system, a plurality of spaced apart bolts 30 are arranged in a row, with ends of the bolts 30 in the recesses 22 (FIGS. Fig. 3 ) of the guide member 14 are fixed and stuck and point away from the wall portion 17 a. The bolts 28 are also arranged in the same row and spaced by the same spaces, wherein the ends are also secured in the recesses 22 of the guide member 14 and stuck, but to the wall portion 17 a point. Relative to the space 19 (and related to their function, namely the interaction with the gear system 10), the bolts 28 into the space 19 in, or are located largely in the space 19, and the Bolts 30 are mostly outside the space 19. In one embodiment, the bolts 28, 30 are threaded into the recesses 22.

In Fig. 5 is visible that the row of bolts 30 is arranged offset from the row of bolts 28. That is, looking at the recesses 22 in Fig. 3 , the bolts 28, 30 alternate along the row of recesses 22. The distances between the individual bolts 28, 30 are in one embodiment about 30 mm to about 50 mm, for example about 40 mm. For example, the distance from a bolt 28 to a bolt 28 is then about 60 mm to about 100 mm, for example about 80 mm; this corresponds to the bolt spacing for the gear 10b.

In another embodiment, the bolts 28, 30 are not arranged alternately in the recesses 22. In this variant, only every second recess 22 is used. In these recesses 22 then "double-sided" bolts are installed, for example, two bolts 28, 30 are connected through the recess 22 with a grub screw. The gears 10a, 10b are not mounted offset in this arrangement.

Fig. 6 shows a cross section through the in Fig. 5 shown embodiment. The guide members 12, 14 are spaced from each other in a plane substantially parallel to a plane of the wall member 17a. Between a leading edge 12a of the guide part 12 and a leading edge 14a of the guide part 14 there is a distance D which is substantially constant along the roadway 20. In one embodiment, the distance D is about 200 mm to 350 mm, for example about 250 mm.

The bolts 28, 30 are perpendicular to the guide member 14. In the illustrated embodiment, the bolts 28, 30 extend through the recesses 22. In one embodiment, the bolts 28, 30 may be supported at their free ends, for example, to accommodate bending forces. In a further embodiment, instead of a row of bolts, a chain may be used, for example a chain for the row of bolts 28 and a chain for the row of bolts 30. The bolts 28, 30 are made of chrome steel in one embodiment, have a diameter of approx 10 mm to about 30 mm, for example about 15 mm, and a length of about 20 mm to about 50 mm, for example 30 mm. In one embodiment, the bolts 28, 30 are screwed into the recesses 22. In another embodiment, the bolts 28, 30 may be secured in recesses 22, for example by welding, soldering or gluing.

In the in Fig. 6 As shown, an information transmitter 31 is visible on the guide element 32. The information provider 31, in one embodiment, includes an RFID tag that stores specified information that is stored in an RFID tag Fig. 7 shown reader 37, such as an RFID reader, can be read. In this embodiment, a plurality of such RFID tags are arranged along the guide element 32. The distance between the individual RFID tags can be chosen flexibly, depending on the desired accuracy. In one embodiment, the distance is about 25 cm to about 40 cm, for example, 32 cm).

As an alternative to such RFID tags, the information transmitter 31 can also be designed as a band or strip with a code located thereon, which code can be read by a corresponding reader. The code may be continuous along the tape or strip. However, it is also possible that the code has a plurality of discrete codes present along the tape or strip, for example barcodes or QR code.

Depending on the configuration of the information transmitter 31, the information transmitter 31 contains, for example, position information, speed information (for example maximum speed at a specific location) and route information (for example "straight-line travel" or "cornering"). Further details regarding the implementation and use of the information provider 31 are in connection with Fig. 18 described.

Fig. 7 is a schematic illustration of a plan view of the drive system 8 in interaction with the guide system 4. From the drive system 8 is substantially the gear system 10 is shown, which acts on the bolts 28, 30 and is guided by the guide members 12, 14. Other components of the drive system 8 (eg motor, brake, control electronics) are in Fig. 7 not shown. From the drive system 8, a contact element 36 is further shown on the side of the gear system 10 in Contact with the conductor 18 is. The contact element 36 is resiliently mounted in one embodiment and presses against the conductor 18 in order to compensate for any unevenness of the conductor 18 and thus to remain constantly in contact with the conductor 18. In another embodiment, the transmission of the electrical energy can be done in another way, for example by induction. But it is also possible to allow the transmission of electrical energy only on the vertical parts of the guide system 4, but not on the horizontal parts. During a horizontal journey, the power supply can be provided, for example, by an in Fig. 10 shown energy storage 61 done.

The gear system 10 consists in the embodiment shown of a pair of gear wheels 10a, 10b and a guide plate 34 which is disposed between the gear wheels 10a, 10b. The gear wheels 10a, 10b and the guide disk 34 are arranged on a common axis 35. Viewed from the drive unit 8, the gear disk 10a is an inner gear disk, and the gear disk 10b is an outer gear disk. Each gear wheel 10a, 10b has a predetermined number of teeth spaced apart by gaps, and a diameter of about 300 mm to about 500 mm, for example about 400 mm.

The dimensioning of a gear and the parameters to be used are known in the art. The parameters include, for example, tooth pitch (distance between two adjacent teeth), number of teeth, module as a measure of the size of the teeth (quotient of gear pitch and π), pitch circle (pitch circle), pitch diameter and outside diameter.

The gear wheels 10a, 10b are in the embodiment shown against each other rotated by half a tooth pitch on the axis 35, as in Fig. 8 and Fig. 10 seen. As stated above, the gear wheels 10a, 10b may be arranged without such dislocation. The toothed wheels 10a, 10b are in one embodiment made of high-strength plastic (for example polyamide, preferably made of polyamide 6 (PA 6)). This prevents, among other things, that metal rubs on metal, which causes abrasion and noise.

In one embodiment, the gear wheels 10a, 10b are made entirely of highly resilient plastic (PA6). On a side surface of these gears 10a, 10b, a toothed disc 9 made of high-strength material, such as steel, be attached, for example by screwing. These discs 9 have a high strength and serve to catch the car 2 if - despite sizing with a safety factor - for example, a plastic tooth should break out. In such a case, the teeth of a disc 9 engage the rack system.

The guide plate 34 is circular (see Fig. 10 ) and has a diameter of, for example, about 200 mm to about 400 mm, for example about 280 mm. Depending on the application, the guide plate 34 may also have a different diameter. The guide plate 34 has along its circumference a guide groove 34a. In Fig. 7 It is shown that the guide edges 12a, 14a engage in the guide groove 34a. The guide groove 34a has, for example, a depth of about 10 mm to about 50 mm, for example about 25 mm. Depending on the application, this depth, the guide groove 34a also have a different depth.

In the in Fig. 7 In addition, the information provider 31 and the reader 37 are also visible. The reader 37 is attached to the car 2 and drives with this. The reader 37 is attached to the car 2 so that it can read information from the information provider 31 while driving. The reading device 37 can be fastened, for example, in the region of the cabin roof or on the drive unit 8. The information read by the reader 37 is then available to control the car 2.

In one embodiment, the reader 37 is an RFID reader with an antenna that reads information stored on RFID tags. RFID tags are commercially available, for example from microsensys GmbH, Germany. Such RFID tags may be described with desired information and have an adhesive side that allows the tags to be attached at desired locations along the guide member 32. RFID technology, including storing information on RFID tags and designing them and reading the stored information, is well known; a detailed description of this technology is therefore not required here.

As in connection with Fig. 6 mentioned, the information provider 31 may also have a plurality of discrete optical codes (for example, bar codes or QR codes). Each of these optical codes encodes, for example, an identification number linked in a database with information (for example position of the code or speed at the position of the code). Accordingly, the reader 37 is a barcode or QR code reader. The technology relating to such optical codes, including generating the codes, reading the codes and associating a read code with stored information, is well known; a detailed description of this technology is therefore not required here.

In one embodiment, the system formed by reader 37 and information provider 31 is a redundant system. That is, the reader 37 and the information provider 31 are multiple times available for security reasons, for example, twice. Thus, in this embodiment, two readers 37 and two information transmitters 31 are provided; Each reader 37 reads its associated information provider 31. If the information provider 31 includes a plurality of RFID tags, each position is associated with two RFID tags. If the information transmitter 31 is designed as a band, two bands are present, which are arranged, for example, parallel to each other and read by two readers.

If, when RFID tags are used, the distance of the RFID tags is selected so that only one RFID tag is ever in the reading range of the antenna, gaps between the individual RFID tags result, in which, for example, no position detection is possible. In order nevertheless to obtain a position information, the two readers 37 can be arranged offset by half the RFID tag distance in one embodiment. This ensures that always at least one of the two readers 37 has an RFID tag in the reading area. It can also be provided to attach two rows of RFID tags, for example on the guide element 32, one row in the back, the other in front. The corresponding readers 37 are therefore once at the front and once at the rear of the car 2. However, the person skilled in the art will recognize that the readers 37 and the information transmitters 31 (RFID tags) can also be arranged differently.

Fig. 8 shows a schematic illustration of the (rear) drive system 8 from Fig. 4 which engages in the rack system of the track part 4b1. It is visible, for example, how the teeth of the toothed wheel disk 10a engage in the spaces between the bolts 30. The teeth of the gear wheel 10b engage in an analogous manner in the spaces between the bolts 28 a. The guide edges 12a, 14a engage in the guide groove 34a. In Fig. 8 is also visible that the gear wheels 10a, 10b are rotated against each other, ie the teeth of a gear wheel 10a, 10b are the (tooth) spaces of the other gear wheel 10a, 10b opposite. In one embodiment, the rotation is about 14 °.

In operation, the gear wheels 10a, 10b rotate about the axis 35, their teeth engage alternately in the interstices and exert forces on the bolts 28, 30 from. Depending on the direction of rotation, the car 2 moves on the vertical track parts up or down and on the horizontal track parts, based on Fig. 1 , left or right. By the rotation of the gear wheels 10a, 10b, a smooth running of the gear wheels 10, 10 along the bolts 28, 30 is achieved. By using several teeth, the individual teeth are less heavily loaded and the noise is therefore smaller.

Fig. 9 and Fig. 10 show an embodiment of the drive unit 8, wherein Fig. 9 a side view shows and Fig. 10 a perspective view. In this embodiment, the drive unit 8 has a support frame 78 and damping elements 76 which are fixed to the support frame 78. In the mounted state, the damping elements 76 are located between the car 2 and the support frame 78 of the drive unit 8. The damping elements 76 dampen the transmission of vibrations from the drive unit 8 to the car 2, so that passengers are exposed to less noise, for example. The damping elements 76 may be passive elements, for example, made of elastic material, such as rubber, or metallic spring elements. In addition, they can be configured as active elements in conjunction with a control electronics, for. B. based on one or more piezo elements. The dimensioning of the damping elements 76, for example with respect to the desired attenuation and the expected frequency range, corresponds to the professional action.

The support frame 78 carries the drive unit 8; Some components of the drive unit 8 are therefore attached to the support frame 78. In the embodiment shown, the support frame 78 has an L-shaped cross section with a long leg and a short leg. At the long thigh (in Fig. 9 if it is horizontal) bearings 68, 74 are fixed, for example, which protrude substantially at right angles from the long leg. The bearing 74 is in one embodiment a fixed bearing (74) which stops all translational movements of a stored body and which is arranged in a fixed bearing support 74a. The bearing 68 is a floating bearing (68), which prevents a radial translational movement, the other but permits. The floating bearing 68 is arranged in a floating bearing support 68a. The axle 35 is mounted in the bearings 68, 74.

On the short leg of the support frame 78, a gear 64 is fixed, for example by means of one or more screw. On a side of the transmission 64 facing away from the screw connections, the gear 64 is connected to a unit consisting of an electric motor 60 and an encoder 62. Such a unit and the gear 64 are available, for example, from Maxon (Switzerland).

On the side of the screw an output shaft of the transmission 64 is connected to a coupling 66 which is connected to the bearing 35 in the floating bearing axis 35. In one embodiment, the coupling 66 is a metal bellows coupling (also called a corrugated pipe coupling). Such a connection element (coupling) allows the torsionally rigid, but slightly offset in axial and angular connection of two shafts (for example, gear shaft and axis 35).

On the axis 35, a sliding contact 70 is provided, which rotates with the axis 35 and which is electrically conductively connected to the contact element 36. The electrical energy can be tapped off at this sliding contact 70 and sent to the control unit (see control unit 90 in FIG Fig. 18 ) are supplied to the cabin 2. The motor 60 is connected to this control unit and is driven by this.

Between the floating bearing 68 and the bearing 74, a brake 72 is present, which acts on the axis 35. The brake 72 is thus arranged close to the gear system 10. Should it unexpectedly come to a breakage of the axis 35, for example between the bearing 68 and the motor 90, the brake 72 can still act on the axis 35 still and brake the car 2 safely. This contributes to the reliability of the elevator system 1. In one embodiment, the brake 72 is an electro-mechanical spring-applied brake. A spring-applied brake, for example, has a brake disk with two friction surfaces. In de-energized state, a braking torque is generated by frictional engagement by a plurality of compression springs. The brake is released electromagnetically. To release the brake, the coil of a magnetic part is energized with DC voltage. The resulting magnetic force pulls an armature disc against the spring force to the magnetic part. The brake disc, which is coupled to the axle 35, is thus relieved of the spring force and can rotate freely.

The brake 72 serves as a safety brake to prevent uncontrolled downward movement of the car 2. The brake 72 exerts a direct force effect on the gear system 10 from. The brake 72 is controlled by a safety unit, which detects, for example, an overspeed and triggers a braking. Preferably, the safety brake is designed "fail-safe", i. the brake 72 is active as long as it is not explicitly deactivated. The safety unit deactivates the brake 72 electronically. The availability of the brake 72 is also increased by redundancy, since there are two brakes 72 per car 2.

In one embodiment, a separate safety gear may be provided on the car 2. Safety gears are known for example from traction lifts and can be triggered electronically or mechanically. An overspeed can be triggered for example electronically by means of a sensor or mechanically by means of a centrifugal governor. The safety gear is arranged so that it acts on the guide system 4.

Fig. 10 also shows an electrical energy storage 61, which is arranged on the car 2, for example on the car roof, and is coupled to electrical devices of the car 2, including cabin lighting, alarm and emergency call devices and the drive unit 8. The energy store 61 contains, for example, one or more batteries, accumulators, supercapacitors or a combination of such energy stores. In one embodiment, the energy store 61 can be recharged, for example via the conductor track 18 by the power supply of the elevator system 1 or, if the motor 60 can also be operated as a generator, by the motor 60, for example, during braking or downhill. In the latter case, possibly excess energy can be fed via the conductor track 18 in the power supply.

The energy storage device 61 which is present locally on the cabin 2 in the intermediate circuit serves to maintain functions of the car 2 with the stored energy, at least for a fixed period of time, in the event of a possible failure of the energy supply. This allows the car 2, for example, to approach the next floor, possibly at a reduced speed, on which passengers can then get off. During the approach to this floor, the cabin 2 remains lit for the safety of the passengers, although possibly only with emergency lighting. The energy storage 61 also provides energy for the emergency call device and the electromechanical brake 72. This ensures even in the event of a power failure that the car 2 is under all circumstances controlled movable and safely comes to a stop.

In FIGS. 11-15 a further embodiment of a guide system 4 is shown. Fig. 11 is a schematic illustration of an embodiment of a guide shoe 40 for this guide system, and Fig. 12 The guide shoe 40 has a rectangular front plate 42 with a front side and a rear side, with the rear side facing the drive unit 8 and the front side facing the gear system 10. A side part 44 of the guide shoe 40 points from the rear side of the front plate 42 also in the direction of the drive unit 8. The side part 44 has a guide groove 46th

On the front side, the guide shoe 40 has parts 50, 52 which are arranged within an imaginary rectangle (or square) within the rectangular front plate 42, for example. The (four) parts 50 are arranged in the region of the corners of the imaginary rectangle and the (four) parts 52 in the region of the side lines of this rectangle, in each case between the parts 50. The parts 50 have a cuboid structure and the parts 52 has a ring-segment-shaped structure , By this arrangement of the parts 50, 52 results in a plane parallel to the plane of the front tracks 51, 53; two travel paths 51 extend perpendicular to the guide groove 46, and two travel paths 53 extend parallel to the guide groove 46. In Fig. 12 extend the guide groove 46 and the routes 53 perpendicular to the plane. In operation there is a in Fig. 13 shown guide profile 56 in one of these routes 51, 53, while the guide shoe 40, among other things guided by the parts 50, 52 along the guide profile 56 moves, as well as in Fig. 15 shown.

The guide shoe 40 also has an opening 48 for receiving the axle 35 of the drive unit 8. When installed, the guide shoe 40 is fixed to the fixed bearing support 74a, as in Fig. 16 shown. The guide shoe 40 is made of high-strength material, such as plastic, in particular PA 6. In one embodiment, the guide shoe 40 is made of a plastic part of appropriate size, which by a machining process, for. B. milling, has been processed.

Fig. 13 shows a cross section of a schematically illustrated embodiment of the second guide system 4. Similarly as in Fig. 5 , shows Fig. 13 a cross section through the second guide system 4, whose basic structure is equal to the in Fig. 5 shown embodiment. At this point, only the differences between these embodiments will be discussed. Instead of a V-shaped guide member 32 has in Fig. 13 embodiment shown, a U-shaped guide member 54 which engages in operation in the guide groove 46 of the guide shoe 40. The guide member 54 is also attached to the guide member 12. The already mentioned guide profile 56 extends in Fig. 13 over the ends of the bolts 30 and is fixed to the bolt 30. In one embodiment, the guide profile 56 is bolted to the bolt 30. Alternatively, the guide profile 56 may be welded or soldered to the bolts 30.

Fig. 14 shows a schematically illustrated embodiment of a portion of a lower portion of the second guide system 4. Similarly as Fig. 3 shows Fig. 14 a schematic embodiment of a horizontal track portion 4a3 of the second guide system. The basic structure is the same as in Fig. 3 shown embodiment. At this point, therefore, again only the differences are discussed. A horizontal part of the track from the upper part of the elevator system is designed accordingly; this also applies to corresponding rear track parts.

Im in Fig. 14 In the embodiment shown, the guide system 4 comprises the guide element 54, a vertical guide profile 56 and a horizontal one Guide profile 56. In the region of a transition from the vertical to the horizontal, ie, in a corner of the guide member 14, the guide profiles 56 are spaced from each other. As a result, the change of direction (cornering) is made possible because one or more parts 50 can temporarily move out of the guidance system during cornering. The part 52 is supported during cornering on the guide member 56. The guide rail 54 extends beyond the guide member 12, whereby the guidance of the car 2 (not the drive unit 8) by means of the guide member 12 is made possible.

Fig. 15 shows a perspective view of an illustration of the guide shoe 40 with a guide profile 56 arranged thereon and a gear system 10 of the drive unit 8. Fig. 17 shows a perspective view of a schematic illustration of a drive unit 8 in interaction with the bolts 28, 30, wherein the guide is exemplified by the guide shoe 40. Referring to Fig. 15 and Fig. 17 the guide profile 56 extends in the guideway 53 of the guide shoe 40, wherein the guide profile 56 is located between the front plate 42 and the gear system 10. The guide profile 56 touches on one side, the parts 50, 52 and is performed during operation by this within the guideway 53. The guide shoe 40 is used, inter alia, for receiving torques; for the guide shoe 40 is attached to the fixed bearing support 74a. A torque is a physical quantity; If a force acts at right angles to a lever arm, the amount of torque results from the length of the lever arm multiplied by the amount of force. The lever arm is here the distance from the meshing on the gear 10a, 10b to the axis 35, and the force is the sum of the force generated by the drive unit 8 and weight of the car 2 plus load in the car 2. The torques are with the out of guide element 54, guide groove 46 and parts 50 formed guide received directly where they arise, namely the engagement of the gear 10a, 10b in the rack system (bolts 28, 30).

In operation, in one embodiment, the guide element 54 is also located in the guide groove 46, whereby a sliding guide of the guide shoe 40 along the guide system 4 is achieved. Depending on the configuration of the system and the desired degree of guidance, the combination of guide element 54 and guide groove 46 can also be omitted. It is also possible, the sliding guide means 46 and to replace guide member 54 by a (run) roller guide. It usually roll several roles or wheels of a running body (here: cabin 2) along a guide rail.

Fig. 16 is a schematic illustration of a plan view of the drive unit 8 in interaction with the second guide system. From the drive system 8, the gear system 10 is again substantially shown, which acts on the bolts 28, 30 and is guided by the guide members 12, 14. Other components of the drive system 8 (eg motor, brake) are in Fig. 16 not shown. The gear system 10 is as above in connection with Fig. 4 described designed and works as described there. The guide shoe 40 is disposed between the gear disk 10 a and the brake 72.

Fig. 16 also shows that the guide member 54 engages the guide groove 46 of the guide shoe 40 and the guide profile 56 abuts the part 50 of the guide shoe 40. As mentioned above, the guide profile 56 is also at the part 52 and another part 50 at. It can be seen that the (or each) drive unit 8, and thus also the car 2, are guided within narrow limits along the guide system 4: the guide edges 12a, 14a engage in the guide groove 34a of the guide plate 34, the guide element 54 engages in the guide groove 46 and the guide profile 56 guides the parts 50, 52 of the guide shoe 40th

With reference to the figures, for example Fig. 1 . Fig. 2 and Fig. 4 , described arrangement (front left and rear right) of the drive units 8 on the car 2 is to be understood as exemplary. The person skilled in the art recognizes that the drive units 8 can in principle also be arranged differently, for example in the front right and rear left, in each case based on the opening 6. The guide system 4 is to be adapted accordingly. In addition, each drive unit 8 can also be arranged below the car 2.

This in Fig. 1-17 Elevator system 1 described in various embodiments can be operated in various ways. Each car 2 has its own drive, for example, two drive units 8, whereby it is independent of other cabins 2 independently movable. However, this movability is subject to limits, since a collision with an adjacent car 2 must be avoided. Combined with Fig. 18 various aspects for controlling the cabins 2 are described.

Fig. 18 Figure 12 shows a schematic illustration of the elevator system with a central control unit (ECS) 82 and a number of floor terminals 80. The floor terminals 80 may be arranged on different floors. A communication network 84 connects the floor terminals 80 to the control unit 82. In Fig. 18 It is also indicated that each car 2 has a control unit (CTRL) 90 and a system monitor (SSU) 92. A communication network 86 connects the control units 90 of the cabins 2 to the control unit 82, and a communication network 88 interconnects the system monitors 92 of the cabins 2. For the sake of clarity, shows Fig. 18 only three cabins 2 (designated # 6, # 7, # 8) that can ride up and down (indicated by double arrows); the guide system 4 is not shown. The illustration of the elevator system in Fig. 18 However, it should be understood that it is in principle the same as in Fig. 1 shown elevator system 1 corresponds.

The communication networks 84, 86, 88 are in Fig. 18 shown as separate communication networks. However, the person skilled in the art recognizes that these communication networks 84, 86, 88 can also be combined in a common communication network, so that the communication takes place via a communication network. The individual floor terminals 80, control units 90, system monitoring devices 92 are connected to this common communication network and can communicate, for example, with the central control unit 82. In one embodiment, the communication networks 84, 86, 88 and the common communication network are implemented as radio networks. For this purpose, suitable radio networks are known, for example a WLAN network or networks based on ZigBee or Bluetooth.

A radio network has the advantage over a cable-based communication network that it can be installed relatively flexibly without great effort. This is especially an advantage if communication units, for example, as here, the cabins 2 can move in an elevator system. The floor terminals 80 are usually permanently installed, allowing for communication between the central Control unit 82 and the floor terminals 80 also a wired communication network can be provided. Such a communication network may be implemented in a bus structure.

Each floor terminal 80 has an input device to allow a person input of a ride request. In one embodiment, the person on the floor enters the desired destination floor, that is, a destination call is generated to which a start floor and a destination floor are assigned. The input device can be configured differently for this purpose, for example with a keyboard, a touchscreen and / or a reading device for an optical code (eg barcode or QR code) or for communication with an RFID transponder on a carrier material (for example in the form of FIG a credit card).

The destination call generated in this way is transmitted to the central control unit 82, which evaluates it. In this evaluation, an allocation algorithm known from destination call controls is used in one embodiment. Such an allocation algorithm is known, for example WO0172621A1 , The allocation algorithm assigns to the destination call (ie an order) the car 2 which best fulfills the criteria set for this destination call, for example with regard to waiting time and travel time.

With regard to the allocation of orders, the person skilled in the art recognizes that the assignment of the orders to the booths 2 does not necessarily take place at the time of the input of a destination call by the passenger, but at most only later, for example shortly before the execution of the order. Depending on the configuration of the elevator system 1, an allocation to a car 2 can also be revised or canceled.

If a car 2 is allocated, this is communicated to the passenger on the starting floor. In one embodiment, the central control unit 82 notifies the floor terminal 80 of the assigned car 2. The floor terminal 80 displays the allocated car 2, for example, on a display. Alternatively or in addition, the allocated car 2 may be displayed on a floor display. The floor display can indicate, for example, the destination floor, the assigned car 2 and the expected arrival time of the allocated car 2 on the start floor. This has the Advantage that the person knows when "their" cabin 2 arrives. If several people leave this starting floor, it may happen that the people are uncertain in which cabin 2 they have to board to get to their desired destination floor. In order to avoid this possibly existing uncertainty, the floor display for each boarding cabin 2 can indicate which or which destination floors are served by this car 2. In one embodiment, this may be done alternatively or additionally with a loudspeaker message.

The central control unit 82 also controls the selected car 2. A control command used for this purpose contains, for example, information about the direction of travel (up / down) and / or start / destination floor (from / to). From there, the car 2 executes the control command essentially autonomously. The drive unit 8 of the car 2 responds to the control command, for example, with the release of the brake 72 and an activation of the motor 60, which then rotates the shaft 35 according to a fixed drive profile. The drive profile defines, for example, the direction of rotation of the axis 35, the acceleration and the target speed. The starting acceleration and the target speed may be related to the axis 35 (eg, rotational speed of the axle 35) or the car 2.

In one exemplary embodiment, the car 2 determines its position while driving by means of the information transmitter 31 or the information transmitter 31. If the information transmitter 31 contains further information (eg maximum speed) in addition to the position, the control unit 90 and the system monitoring device 92 also process the car 2 this information. The system monitor 92 communicates status parameters of the car 2, such as position, distance to an adjacent car 2, direction of travel and speed, via the communication network 88 to other cars 2 (or their system monitors 92) and to the central control unit 82. In one embodiment, a car communicates 2 only with directly adjacent cabins 2; in Fig. 18 Cabin # 7 only communicates with cabins # 6 and # 8. As a result, each car 2 is informed about the status parameters of its neighboring cars 2. The cabins 2 can thus, for example, comply with defined safety distances and / or adjust their speeds. From a passenger's point of view, it may be desirable to For example, avoid anxiety or panic when there is no grip outside a hold floor during a ride without the door opening. In one embodiment, the cars 2 may be equipped with display units that display the status, position information, and / or other trip information to the passengers. Cabin doors may also be provided which are wholly or partly transparent, so that passengers can recognize, for example, when the car 2 is on a floor and when not.

When the car 2 approaches the destination floor, the drive unit 8 reduces the rotational speed of the axle 35, so that the gear system 10 rotates more slowly and the car 2 is braked to a stop on the destination floor. In normal operation, the deceleration of the car 2 takes place by reducing the rotation of the gear system 10, to which the rack system acts. Stands the car 2, the brake 72 is activated in one embodiment.

When operating the cabins 2, it is always ensured that collisions are avoided and the cabs 2 can be brought to a safe halt under all circumstances. In order to make this possible, each car 2 (or its control unit 90 and / or system monitoring device 92) carries out analyzes and calculations continuously (especially during the execution of a control command, but also before that). For example, the car 2 continuously calculates, based on its own status parameters, a braking distance that would be required at the time of calculation to come to a standstill.

For the execution of the control command various actions are defined, for example an acceleration of the car 2 to a certain speed. Based on these actions, the car 2 calculates a projected situation at the next time. For this purpose, status parameters of the leading or trailing cabin are evaluated and a guaranteed free distance for the car 2 is determined; this corresponds to a "worst case". If, at the next time, the free distance is greater than the braking distance, the planned action can be carried out. However, if the free distance is smaller than the braking distance at the next point in time, braking is initiated or the approach is prevented.

At least one of the control methods described herein may be performed by a computer or computer based device that performs or causes one or more method steps. The computer or computer assisted device includes reading instructions for performing the method steps of one or more computer readable storage media. These storage media may include, for example, volatile memory components (eg, DRAM or SRAM), non-volatile memory components (e.g., hard disks, optical disks, flash RAM, or ROM), or a combination thereof.

Claims (15)

1. A lift system (1) having a guide rail system (4), a car (2) and a drive unit (8) arranged on the car (2), wherein the drive unit (8) has a motor (60), a gear wheel system (10) coupled to the motor (60) by means of a shaft (35) and a guide disk (34), wherein the motor (60) drives the gear wheel system (10) when in operation; and wherein the guide rail system (4) has a pinion system (28, 30) and guide edges (12a, 14a) spaced apart from one another, which cooperate with the guide disk (34), wherein the gear wheel system (10) acts on the pinion system (28, 30) when in operation in order to move the car (2) along the track (20) in a guided manner, characterized in that the guide rail system (4) forms a closed track (20) along which the car (2) can be moved during operation between floors.
2. The lift system (1) according to claim 1, wherein the pinion system (28, 30) comprises a plurality of first pins (28) arranged in a first row and spaced apart by intermediate spaces and a plurality of second pins (28) arranged in a second row and spaced apart by intermediate spaces, wherein the first row and the second row are arranged along a common line on a first guide portion (14) of the guide system (4).
3. The lift system (1) according to claim 2, wherein the first pins (28) on a first side of the first guide portion (14) point in a first direction and the second pins (30) on a second side of the first guide portion (14) point in a second direction, wherein the first direction is opposite the second direction.
4. The lift system (1) according to any one of the preceding claims, wherein the gear wheel system (10) has a first gear wheel disk (10a) and a second gear wheel disk (10b) spaced apart from this, which are arranged on the shaft (35), wherein the guide disk (34) is arranged between the first and the second gear wheel disk (10a, 10b) on the shaft (35).
5. The lift system (1) according to claim 4, wherein the gear wheel disks (10a, 10b) are twisted with respect to one another.
6. The lift system (1) according to claim 5, wherein the gear wheel disks (10a, 10b) are twisted with respect to one another by half a tooth pitch.
7. The lift system (1) according to any one of the preceding claims, wherein the guide disk (34) has a guide groove (34) in which the guide edges (12a, 14a) engage.
8. The lift system (1) according to any one of the preceding claims, wherein a conductor track (18) is provided on the guide rail system (4) with which the drive unit (8) is in electrical contact in order to supply the drive unit (8) with electrical energy.
9. The lift system (1) according to any one of the preceding claims, wherein the guide rail system (4) has a guide element (32) which extends along a vertical subsection of the guide rail system (4) and wherein a receptacle (33, 46) coupled to the car (2) is provided in which the guide element (32) engages.
10. The lift system (1) according to claim 9, wherein the receptacle is provided on the car (2) configured as a guide groove (33).
11. The lift system (1) according to claim 9, wherein the receptacle is provided on a guide shoe (40) configured as a guide groove (46), wherein the guide shoe (40) is arranged non-rotatably about the shaft (35).
12. The lift system (1) according to claim 11, wherein on one side facing the gear wheel system (10) and the pinion system (28, 30), the guide shoe (40) has parts (50, 52) which define travel paths (51, 53) and wherein a guide profile (56) which can be guided in one of the travel paths (51, 53) is affixed on the pinion system (28, 30).
13. The lift system (1) according to any one of the preceding claims, wherein a plurality of cars (2) are provided, which can be moved independently of one another on the closed track (20).
14. The lift system (1) according to claim 13, wherein each car (2) has a local control unit (90) and wherein a central control unit (82) is provided which is communicatively connected to the local control units (90) and a fixed number of floor terminals (80).
15. The lift system (1) according to claim 14, wherein the communicative connection between the central control unit (82) and the local control units (90) is made via a radio network.

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