EP3877310A1

EP3877310A1 - Elevator system and method for operating an elevator system with an auxiliary device

Info

Publication number: EP3877310A1
Application number: EP19797623.6A
Authority: EP
Inventors: Markan Lovric
Original assignee: TK Elevator Innovation and Operations GmbH
Current assignee: TK Elevator Innovation and Operations GmbH
Priority date: 2018-11-09
Filing date: 2019-10-28
Publication date: 2021-09-15
Also published as: DE102018219168A1; WO2020094437A1; CN112955397A

Abstract

Embodiments show a method for operating an elevator system, in particular an elevator system operated by means of linear motors, wherein the elevator system comprises, in a shaft, at least one, in particular fixed, first running rail which is oriented (fixedly) in a first, in particular vertical, direction (z) and at least one guide element which is oriented in a second, in particular horizontal, direction (y). Furthermore, the elevator system has at least one elevator car, in particular a plurality of elevator cars, wherein the elevator car is movable along the first running rail and the guide element. A transfer region is provided for transferring the elevator car from the first running rail onto the guide element. A first auxiliary apparatus is designed to move the elevator car independently of a drive of the elevator car, in particular along the first running rail. The method comprises the following steps: moving the elevator car along the first running rail into the transfer region by means of the first auxiliary apparatus; transferring the elevator car from the first running rail onto the guide element in the transfer region; moving the elevator car along the guide element.

Description

Elevator system and method for operating an elevator system with a

Auxiliary device

description

The invention relates to an elevator installation with an auxiliary device

independent drive for moving a car (also cabin), e.g. when the car is damaged. Furthermore, the invention relates to a method for operating an elevator system, a e.g. wrecked car is moved by an auxiliary device and the car on part of the route from a travel rail, which is aligned in a first direction, to a guide element, which is in a second direction

is aligned, is transferred.

The linear drive has now emerged as an alternative to the cable drive in elevator construction. Such a linear drive comprises e.g. stator units permanently installed in the elevator shaft and at least one rotor unit permanently installed on the elevator car. The invention is applicable to an elevator system which has a car and such

Has linear drive for driving the car. In particular, it is with such

Cars with linear drive possible, not only vertically as usual but also in another, e.g. horizontal to move direction. However, there are also elevator systems with other drives in which it is possible to move the car both horizontally and vertically. The invention can also be used in these elevator systems.

If the drive of a car fails, the question of evacuation of the car arises. For the construction of the building in which the elevator system is installed, it can be advantageous to provide maintenance rooms or generally storage areas for parking at least one car, without a car parked there blocking another car during operation. A parking area can be anywhere in the elevator system or e.g. only at the end of vertical routes or e.g. only at the end of horizontal routes, for example at each of the ends. This is e.g. depends on what the geometry of the building is and where in the building there is space for such rooms. In any case, to reach such a parking area, it may be necessary to move a damaged car not only in its original direction of travel, but also in a further direction of travel, e.g. in the

To proceed essentially perpendicular to the original direction of travel. The object of the present invention is therefore an improved concept for a

To create elevator system, which in particular allows a plurality of directions of travel for a car.

The object is achieved by the subject matter of the independent claims. Further advantageous embodiments are the subject of the dependent claims.

Exemplary embodiments show a method for operating an elevator system, in particular an elevator system operated by means of linear motors, the elevator system in a shaft having at least one, in particular fixed, first travel rail which is (fixed) aligned in a first, in particular vertical, direction (z) and at least one

Guide element which is aligned in a second, in particular horizontal, direction (y). Furthermore, the elevator system has at least one car, in particular a plurality of cars, the car being movable along the first rail and the guide element. A transfer area is provided for transferring the car from the first rail to the guide element. A first auxiliary device is designed to move the car independently of a drive of the car, in particular along the first rail. The process includes the following steps:

Moving the car along the first rail into the transfer area by means of the first auxiliary device; Transferring the car from the first rail to the guide element in the transfer area; Moving the car along the

Guide element.

The guide element can comprise, for example, a second travel rail. It is therefore possible for the car to be moved both horizontally and vertically by means of the same drive, for example a linear drive. However, the guide element can also comprise a conveyor belt on which the car is placed for horizontal movement. The car can also be hung in a transfer frame, for example a cage, for vertical travel. The transfer frame is then guided by means of the guide element and can in turn be a second travel rail, which, however, can differ from the first travel rail since it does not receive the car, or a holder or a frame of the car, but the transfer frame. The movement of the car along the guide element can accordingly correspond to the movement of the car during normal operation. This is possible, for example, if the drive that drives the car along the first rail moves, has failed, but not the drive that moves the car along the guide element.

The transfer area is understood to be the area in which the car moves from the first

Rail is transferred to the guide element. This can be done by means of a relocating unit that relocates the car. Alternatively, the elevator car can also be operated by an independent, e.g. vertical travel, are passed to the guide element, e.g. be driven into the transfer frame or placed on the conveyor belt. During operation in the event of a fault, i.e. if e.g. the drive of the car has failed, this independent journey may no longer be possible. The drive can then be replaced by the first auxiliary device, so that the car is moved further by means of the first auxiliary device.

Thus it is possible that not at each end of each route, i.e. in particular, a separate parking area is to be provided at each end of a travel rail or a guide element. Rather, it is sufficient to provide the parking area only in one or in a few places. It is therefore not necessary for the building to adapt to the structure of the elevator system, but rather the storage areas can be provided where the building permits this. In particular, a maintenance room can be arranged at one end of a horizontally running route. In this case, every floor of the building can be reached by elevator and the provision of domes or towers on the roof to accommodate a car can be avoided. A car whose own drive has failed can therefore function independently of any

given building construction can be recovered efficiently and quickly.

Exemplary embodiments show the elevator system, which in the transfer area has a

in particular has rotatable, conversion unit. The transfer of the car from the first rail to the guide element takes place by means of the transfer unit. The

In this exemplary embodiment, the guiding element can in particular be a second travel rail into which the car is threaded (or inserted) by means of the transfer unit. The second travel rail can in particular be arranged fixed in the shaft. Then the car moves in normal operation in both tracks with its own drive, so the car is driven directly. This has the advantage that it is not necessary to use a further drive system that is different from the drive system in the elevator system. This reduces the maintenance effort and the complexity of the elevator system. However, if the entire drive fails, it may be necessary for the car is moved both along the first travel rail and along the second travel rail by means of an auxiliary device.

In exemplary embodiments, the conversion unit has at least one movable, in particular rotatable, third travel rail. The third travel rail can be transferred between a first position, in particular an orientation in the first direction (z), and a second position, in particular an orientation in the second direction (y). The car can be arranged on a chassis, which also has a movable, in particular rotatable element. By moving, in particular turning, the relocating unit only the rotatable part of the chassis moves, an orientation of the car is maintained, so that people in the car ideally do not notice the relocating process.

However, the rotation changes the position of the third rail, which is initially aligned with the first rail and, together with the first rail, forms a continuous rail. After the turning process, the third rail is aligned with the second rail and forms a continuous rail together with the second rail. If the third rail is not aligned with the first, the second or a further rail, this rail is interrupted in the area of the transfer unit. A continuous rail is characterized in that the car can drive on it continuously. A gap between the rails that the car can overcome does not prevent the rails from being continuous.

According to exemplary embodiments, the car is moved along the

Guide element by means of the first auxiliary device or by means of a second

Auxiliary device or by means of the guide element. The particular design depends on the structure of the elevator system. In the aforementioned exemplary embodiment, it will be advantageous if the car is moved along the second travel rail as a guide element by means of the first auxiliary device or the second auxiliary device. If the first auxiliary device is to be used, it can first be placed in the car

Move the transfer area, for example pull or push. The first auxiliary device can then drive "in a circle", i.e. Attack on different, in particular horizontal and vertical, routes on another side of the car in order to move the car along the second rail. Alternatively, the second auxiliary device can also be used instead of the first auxiliary device in order to move the car along the second travel rail. In this case, the "driving in a circle" of the first is not applicable

Auxiliary device. In other words, the second auxiliary device comprises a second further car which moves the car along the guide element. If the guide element is the guide for the transfer frame into which the car is inserted or if the guide element is the conveyor belt, the car is driven indirectly in order to be able to move in the second direction of travel. For this purpose, a further drive different from the drive of the car can be used. If the drive of the car fails, the car can be moved in the first direction of travel by means of the first auxiliary device. As soon as the car has been handed over to the guide element, the further drive can move the car. The other drive then drives the

Transfer frame, which can be regarded as a second auxiliary device, or the further drive drives the conveyor belt, i.e. the guide element, so that the guide element moves the car itself.

Exemplary embodiments show the fixing of the car in the transfer area, in particular in a transfer unit which is arranged in the transfer area, after the car has been moved into the transfer area and the release of the fixation of the car after transferring the car from the first track to the guide element. This is advantageous in order to be able to detach the first auxiliary device from the car after it has been fixed but before or during the moving of the car. Fixing the car can e.g. with a brake on the car. However, a special security system can also be provided. The special security system can also secure the car, for example, in regular operation in the transfer area.

In exemplary embodiments, the fixing can be carried out by means of a fixing element which engages in a corresponding counterpart to the fixing element, the counterpart being (mechanically) connected to the car. The aforementioned security system can include this fixing element. I.e. By means of the fixing element, the car can also be fixed in the transfer unit during normal operation. The fixing element can, for example, be designed as a bolt which e.g. engages in a on the car or a frame connected to the car, in particular against the car

Fall down, secure. To prevent the car from slipping off the bolts

prevent it, it is advantageous if a component of the direction in which the bolt is displaceable is a horizontal component and this horizontal component is different from zero.

In exemplary embodiments, fixing is carried out by means of the fixing element, the fixing element being arranged in the transfer area, in particular on the transfer unit. This is advantageous since no unnecessary movable elements are thus arranged on the car. This is advantageous because they are less exposed to vibrations and therefore less stress, which results in a longer service life. Furthermore, an increase in the weight of the car is avoided.

Further exemplary embodiments show that the first auxiliary device has a further car. The method then comprises coupling the further car to the car before the car is moved by means of the further car and releasing the coupling before the car is transferred from the first rail to the guide element. Each car of the elevator system can thus serve as an auxiliary device. Is the

Elevator system designed as a modern paternoster, i.e. If the cars in a shaft all travel in the same direction, then if there is a problem with one car, the following car or the previous car can tow the damaged car. It is not necessary to drive other cars out of the way to get to the damaged car with a special car. The operation of the elevator system can then be maintained without major downtime, which is triggered by maneuvering the cars to get to the damaged car.

In further exemplary embodiments, the elevator installation has a first vertical travel path in the shaft, in which the elevator car can be moved and a second vertical travel path that differs from the first travel path, the first auxiliary device being movable in the second vertical travel path. The first auxiliary device travels to the car in the second guideway, connects to the car and travels in the second guideway in order to move the car in the first guideway along the first guideway into the transfer area. Here, the first auxiliary device is, for example, a service car that can drive with or without people to a damaged car and tow it away. However, the service car does not use the rails of the car, but rather runs in a separate path and, if it is necessary for the stabilization of the car in the selected drive, uses separate rails. A potential collision between the service car and the car can thus be avoided. Furthermore, it is not necessary to drive any cars out of the way to reach the damaged car.

The fact that the first auxiliary device moves close to the car means that the first auxiliary device moves, for example, to the same fleas as the car or, in other words, that the first auxiliary device moves to a position in the shaft at which one enters Can connect the coupling element of the first auxiliary device to the car. The

The connection is particularly mechanical in order to be able to move the car without its own drive by means of the first auxiliary device. The connection can also be electrical, for example to supply the damaged car with electricity. It is not necessary for the first auxiliary device to be driven by means of a linear drive if it is traveling in a separate travel path, but it is possible. In order to avoid crossing rails of the second route with the guide element, the rails of the second route can be arranged on a shaft side that is different from the shaft side on which the first rail is arranged. In particular, the travel rail of the second travel path can run on one side of the elevator shaft on which doors for leaving the shaft are arranged in the first travel path. However, the first auxiliary device can also be moved by means of a traction sheave drive via a traction means (for example a belt or a rope), by means of a worm drive, by means of a gear drive or another suitable drive.

If the car is towed by means of the service car, the service car advantageously moves the car into the transfer area. The car is moved along the guide element by means of the second auxiliary device or by means of the guide element, depending on how the guide element is designed. This has already been described in detail in a previous exemplary embodiment and can also be applied to this exemplary embodiment.

In exemplary embodiments, the brake of the car can be released by means of the first auxiliary device before the car is moved along the first travel rail. This is particularly advantageous if the car brake closes automatically when it no longer functions properly, i.e. brings the car to a standstill. The brakes would now have to be released before the first auxiliary device can move the car. However, the brakes may also be released first after the first auxiliary device has connected to the car. This can be done using a central

Control unit take place, but this is advantageous if the first auxiliary device releases the brake, since a faulty, in particular too early, opening of the brake is thus avoided in any case. The release of the brake can also include further steps so that the car can be moved without its own drive, for example setting the drive to a neutral position, if this is necessary for the selected drive in order to be able to move the car with the auxiliary device independently of the drive . The use of the service car is also advantageous because it is dimensioned in this way can be used to move both the weight of itself and the weight of a car. If another car is used for towing, it should be designed to move twice the weight of its maximum dead weight. This would have unused capacity in regular operation. For cost reasons, implementing the same can also be dispensed with if a separate service car is used.

Exemplary embodiments also show that the car is moved into a parking area, the parking area for parking the car consisting of a plurality of

Parking areas is selected such that a detour of a (first) further car as the first auxiliary device and / or a second further car as the second

Auxiliary device is minimized with respect to an original travel path of the further car or the second further car. Advantageously, when selecting the travel route that the car travels during towing, it can also take into account the duration that the car needs to reach the parking area. That is, in particular if there are still people in the car to be towed, the length of stay in the towed cabin should not exceed a predetermined maximum duration, so that discomfort for the people in the car is limited. But also through that

Moving the elevator car into the transfer unit by means of the further and / or the second further elevator car reduces the conveying speed of the elevator installation. For this reason, the total length of time that the damaged car is in the elevator system (until it has reached the parking area) should be minimized. A balance should therefore be found between the two minimization criteria, which has the effects on the people to be transported, i.e. the effects on group control of the cars are minimized.

Preferably, the towing of the car into the route determined by the group control of other cars, e.g. of the further car and the second further car. The impact of the disruption on the people to be transported can thus be minimized. A detour of the further car or the second further car, which is caused by the towing, is minimized.

It can also be advantageous to move the people out of the car to a suitable one

Let the floor get out before the car has reached the parking area. In this case, these people no longer need to be considered when assessing the impact on the people being transported. In other words, the car can be moved along the guide element into the parking area by the method. The parking area for parking the car can be selected from a plurality of parking areas such that a car and / or a further car maintains its predetermined travel path. This is particularly advantageous if the further car is used to move the car along the first rail and / or the second further car is used to move the car along the second rail. For example, a more distant parking area can be selected or a detour to a parking area can be accepted if this can be reached by transferring the car without another car that tows the car making a detour.

Alternatively, it is also possible to add the other car, i.e. to at least partially exclude the first auxiliary device for towing the damaged car from the group control of the cars. This means that the other car, for example, the

Security aspects such as maintains a minimum distance between two cars, but is not taken into account in destination call control, i.e. that this car does not accept passengers. If passengers are already in the car, they can leave the other car, for example, on a neighboring or current floor.

Furthermore, an elevator system is shown on which the above. Procedure is applicable. The

Elevator system has at least one travel rail, which is mounted in a shaft. Furthermore, the elevator installation comprises at least one car, in particular a plurality of cars, the chassis being movable along the travel rail in a first travel path of the shaft by means of a first drive unit, in particular a linear drive. An auxiliary device can be moved in a second travel path of the shaft by means of a second drive unit, the auxiliary device having a coupling element which is designed to provide a distance between the auxiliary device and the car

overcome and to couple the auxiliary device to the car such that when the auxiliary device is moved with the second drive unit, the car is also moved. The auxiliary device is advantageously the first auxiliary device according to the aforementioned method, which moves in the second route. The second route can run parallel to the first route.

In exemplary embodiments of the elevator installation, the coupling element is designed to overcome the distance between the auxiliary device and the car by using a Selection from one or more of the following features: a

Swivel device, a telescopic arm, a rotation device, a

Folding mechanism. Any of these options enables a compact coupling element limited to the second travel path, which can only be used when needed, i.e. for towing a car, is brought into the first path to connect to the car there.

In exemplary embodiments, the coupling element allows a relative movement of the

Car to the auxiliary device so that the distance between the car and the auxiliary device is variable. The distance between the car and the auxiliary device can vary by less than 5%, less than 2% or less than 0.5% of the distance. The distance between the car and the auxiliary device can be regarded as a distance in the horizontal direction. It is advantageous that the distance between the car and the auxiliary device is variable, so that the car and the (first) auxiliary device do not brace each other when towing, so that the car and / or the

Auxiliary device tilt and can no longer be moved.

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

Fig. 1: a schematic representation of an elevator system in a perspective

Representation, FIGS. 1 a, 1b and 1c show the elevator installation in three different states which the elevator installation can assume when a method for controlling the elevator installation is executed;

2: a schematic representation of an elevator installation according to two

Exemplary embodiments in a frontal view, with FIGS. 2a and 2b each showing a different state of the elevator installation and FIGS. 2a and 2b each showing the first and the second exemplary embodiment above;

3: shows a schematic representation of the elevator system from FIG. 1, an alternative first auxiliary device being shown, which is also applicable to the exemplary embodiments from FIG. 2 in order to move the elevator car into the transfer area;

FIG. 4 shows a schematic illustration of the elevator installation from FIG. 1, a further alternative first auxiliary device being shown, which is also applicable to the exemplary embodiments from FIG. 2 in order to move the elevator car into the transfer area; 5: shows a schematic illustration of the elevator system from FIGS. 3 and 4, with FIGS. 5a, 5b, 5c and 5d each showing an exemplary embodiment of the first auxiliary device, which differ in a coupling element which connect the first auxiliary device to the car to tow the car;

6: Exemplary embodiments of the elevator installation from FIG. 1.

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

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

1 shows a schematic illustration of an elevator installation 100. The elevator installation 100 comprises a first travel rail 102V in a shaft 120, which is oriented here in the vertical direction. On the first rail 102V or in the shaft 120

especially a variety of cars, i.e. more than two cars, move simultaneously. A guide element 14, here a second track 102H, is in a direction different from the first track 102V, here in a horizontal direction, i.e. arranged substantially perpendicular to the first travel rail 102V. In a transfer area 105, a car 10a can be transferred from the first track 102V to the second track 102H, i.e. implemented. Here is one for transferring the car 10a

Implementation unit 12 is provided. The conversion unit 12 has a movable third travel rail 103, here a rotatable rail segment. The car 10a can move up onto this rotatable rail segment 103. The rotatable rail segment 103 can be rotated, for example, by means of a suitable chassis with which the car can be moved on the rails, without the car 10a also being rotated. When the rotatable rail segment 103 is rotated from the vertical direction to the horizontal direction, it is aligned with the second running rail 102H. The car 10a can now move down from the third rail in the horizontal direction in order to get onto the second rail 102H. This is normal operation.

In the event of a fault, it can now happen that the car 10a can no longer be moved independently, that is to say, wrecked. In order not to stop the elevator operation unnecessarily, it is It is advantageous to remove the damaged car 10a from the path of the other cars as quickly as possible, for example by dragging the damaged car into a parking area. As shown in FIG. 1, this can be done by a subsequent second car 10b, or (not shown) by means of a preceding car. To remove the first car 10a from the travel path, the subsequent second car 10b can be coupled to the first car 10a by means of a coupling device 16, ie at least mechanically connect them, and can be moved by means of the drive of the second car 10b. This is shown in Fig. La. Such a coupling device 16 can be provided on each car so that each damaged car can be towed away by the following or preceding car.

If a parking area is arranged at one end of the second rail 102H, the car 10a is to be transferred from the first rail 102V to the second rail 102H. For this purpose, the first car 10a can move from the second car 10b into the transfer area, here into the transfer unit, i.e. be moved (or pushed or pulled) onto the rotatable rail segment 103 (see FIG. 1b). Before or during the

Transfer of the car from the first to the second rail, ie before or during the rotation of the rail segment 103, the second car 10b can decouple from the first car 10a. In exemplary embodiments, the car is fixed in the transfer area, ie in the transfer unit, before uncoupling. This can be done by means of a brake of the first car 10a. However, since the car 10a has already broken down, this may also be defective. Therefore, in exemplary embodiments, a fixing element can be provided in the transfer area 105, in particular on the transfer unit 12, for example on the rotatable rail segment 103. By means of this fixing element, the car 10a is secured against undesired movement or falling, even if the second car 10b no longer supports or holds the first car 10a. The rotation of the rail segment 103 is indicated by the arrow 18. A parking area is considered to be an area in which the damaged car 10a can be parked without the car interfering with the operation of the elevator system 100. If there are people in the wrecked car, the towing of the wrecked car can be interrupted at a suitable point so that the people can get out in an area of the building that is open to the public before reaching the parking area. After the people have got out, the damaged car can then be towed into the parking area. Once the rotatable rail segment 103 has reached its target position, it can be moved from the transfer area 105 along the second rail 102H by a third car 10c (see FIG. 1c). For this purpose, the third car 10c can be moved using another

Connect coupling device 16 'to the first car 10a at least mechanically.

The further coupling device 16 'can be configured in the same way as the

Coupling device 16. However, since the further coupling device 16 'is subjected to lower forces in comparison to the coupling device 16, this can e.g. in

Considering the total weight of the car to be kept as low as possible, it can also be made simpler. Advantageously, the further coupling device is arranged on a side cabin wall which is adjacent to a front cabin wall provided with entry / exit doors. Instead of the third car 10c, the second car 10b can also move the first car 10a along the second rail. For this purpose, the second car 10b can move to the position in a network of interconnected rails in which the third elevator car is arranged in FIG. 1c and take over the task of the third car. The second car then has both the coupling device 16 and the further coupling device 16 '. Is the first car in that

Parking area, the further coupling device 16 'can be released and the second or the third car 10b, 10c can continue its route.

In exemplary embodiments, the parking area and / or a towing route to the parking area can be selected in such a way that further cars which tow the car do not need to make any detour or only a small detour. This is advantageous because, in this case, passengers driving in the other cars only have a slight time delay when they reach their destination. Furthermore, it is not necessary to use a car for

Towing another car to vacate.

2 shows an alternative elevator installation 100 'to which the method can be applied. The elevator installation 100 'comprises (fixed) travel rails 102a, 102b, along which elevator cars 10a, 10b, 10c can be guided in the vertical direction. First vertical travel rails 102a can be arranged in a first shaft 120a and second vertical travel rails 102b in a second shaft 120b. The elevator installation 100 ′ comprises a plurality of cars 10a, 10b, 10c, wherein in particular more than two cars can move simultaneously in one shaft.

A transfer process of the car 10a from the first shaft 120a into the second shaft 120b or the parking area 22 in the transfer area 105 is considered as an example. For this purpose, the (first) car 10a is moved vertically into the transfer area 105 by means of the (second) car 10b along the vertical guide rails 102a. The second car 10b can be regarded as the first auxiliary device. A transfer frame 12 ′ can accommodate the car 10a in the transfer area 105. The car 10a is now in the first transfer position 20a. From this transfer position 20a, the car 10a could, on the one hand, be moved vertically further to the next floor along the vertical guide rails 102a. On the other hand, the car 10a can also be divided into a second

Transfer position 20b are transferred, in which the car 10a is then arranged in the second shaft 120b and is moved there, for example, by means of the (third) car 10c. The car 10 can also be transferred to the parking position 22. The

Parking position 22 can adjoin the second shaft 120b in an extension of the guide element 14.

To transfer the car 10a, the transfer area 105 has the turnover frame 12 ', which is also in the first transfer position 20a. The transfer frame 12 'can be viewed as a second auxiliary device. If both the transfer frame 12 'and the car 10a are in the first transfer position 20a, the

Transfer frame 12 'accommodate the car 10a.

A rail section 102 'of the vertical travel rail 102a can be separated from the rest of the guide rail 102a and is (fixed) connected to the transfer frame 12'. By moving into the first transfer position 20a, the car 10a now enters the

Guide area of the rail section 102 '. If the transfer frame 12 ″ is now moved horizontally, this rail section 102 ″ moves together with that on the

Rail section 102 'guided car 10a together with the transfer frame 12'. The transfer frame 12 'is now shifted from the first transfer position 20a to the second

Transfer position 20b along the guide element 14. The guide element 14 can be a horizontal rail on which the transfer frame 12 'is guided. This implementation principle is basically described in EP 3 318 526 A1.

Furthermore, the car 10a can also move beyond the second transfer position 20b into the

Parking area 22 can be moved. There, a carrying device, e.g. a crane 24, can pick up the car 10a so that the transfer frame 12 'is free to continue the regular operation of the elevator system 100', i.e. the cars 10, which can move independently, from the first shaft 120a to the second To transfer shaft 120b. In a further exemplary embodiment, instead of the transfer frame 12 ′, a conveyor belt 12 ″ can be arranged in the transfer area 105 in order to transfer the car 10d from the first shaft 120a into the second shaft 120b or into the storage area 22. The car 10 can be parked by the guide rails 102a on the conveyor belt 12 ”by means of a suitable parking device. There the car 10d can be moved into the second transfer position 20b or beyond into the parking area 22. The conveyor belt 12 "can be seen here as a guide element, so that the

Guide element itself moves the car along the guide element.

2a shows a state of the elevator system 100 'before the transfer of the elevator car 10a and FIG. 2b shows a state of the elevator system 100' during the transfer of the elevator car 10b into the second shaft 120b or the parking area 22. In the upper part of FIG. 2a and 2b each show the first embodiment with the transfer frame 12 'while in the lower part of FIGS. 2a and 2b the second

Embodiment shown with the conveyor belt as a transfer unit.

3 and 4 show an example of the elevator system 100 with a different one

Auxiliary device according to exemplary embodiments. The auxiliary device can in particular have a service car 30. The service car 30 uses a drive unit that is different from the car 10, for example even a different type of drive. In Fig. 3 the service car 30 is pulled by means of a traction means 32, e.g. a rope or a belt. In Fig. 4, the service car 30 travels along a distributed drive unit 34, e.g. a linear drive or a gear drive. Advantageously, parts of the drive unit 34 can be attached to a shaft wall into which the doors for entry and exit

Get out of the cars are provided. There, the drive unit 34 does not collide with the horizontally running guide rail 102H on which the elevator car 10 travels.

The service car 30 can be configured such that, for example, a

Service technician can drive in the car. The service car 30 can, however, also be designed as a completely autonomous car, for which no passenger transport is provided and possible. Then the service car 30 can also be significantly smaller and thus also lighter. This means that less energy is required to drive the service car. The service car 30 can be connected to the car 10 by means of the coupling device 16 ″, for example a bar. The service car 30 can be moved autonomously or can be controlled remotely. The same applies to the operation of the Coupling device. If the car is large enough to hold a person, this person can also control the car manually.

5 shows various configurations of the coupling device 16 ″, arrows indicating a possible direction of movement of the coupling device. 5a is the

Coupling device 16 "under the car 10, i.e. in the path of the car 10, slidable. 5b shows the coupling device 16 "which can be pivoted or rotated into the travel path of the car 10. 5c shows the coupling device 16 ″ which can be tilted into the travel path of the car 10. These aforementioned

Exemplary embodiments are advantageous since in this case the service car can also be arranged between two travel routes and can tow a damaged cabin on both travel routes. For this purpose, the coupling device can be displaceable in both directions, pivotable by 180 ° or tiltable by 180 °. 5d shows the

Coupling device 16 "with various mutually displaceable elements which can be pulled out by means of a telescopic principle and can thus be pushed into the travel path of the car 10. The coupling device can accommodate the car 10 from below as shown in the figures. But it is also possible that the

Coupling device receives the car 10, for example, from above.

In particular, a connection by means of the coupling element between the car 10 and the service car 30 can be described independently of a specific one

Embodiment allow a (small) relative movement, so that the distance between the car 10 and the service car 30 is variable. This makes it possible to avoid jamming or mutual bracing of the two cars against one another, in particular if they move on the adjacent guide rails.

The auxiliary devices shown in FIGS. 3, 4 and 5 can likewise be replaced in the elevator installation 100 ′ from FIG. 2. These auxiliary devices can be the first

Auxiliary device can be used to move the car 10 into the transfer area 105.

6 shows the elevator installation 100 in one exemplary embodiment. The elevator system 100 comprises a plurality of travel rails 102, along which a plurality of cars 10 can be guided, for example using a backpack storage. A vertical travel rail 102V is aligned vertically in a first direction and enables the guided car 10 to be moved between different floors. It's in this vertical direction a plurality of vertical rails 102V arranged in adjacent shafts 120. The travel rails can also be referred to as guide rails.

A horizontal travel rail 102H is arranged between the two vertical travel rails 102V, along which the car 10 can be guided by means of a backpack storage. This horizontal runway 102H is horizontal in a second direction

aligned, and enables the car 10 to be moved within a floor. Furthermore, the horizontal running rail 102H connects the two vertical running rails 102V to one another. Thus, the second runway 102H also serves to transfer the car 10 between the two vertical runways, e.g. to carry out a modern paternoster operation. A plurality of such horizontal travel rails 102H, which are not shown, and which connect the two vertical travel rails to one another can be provided in the elevator installation. The car 110 can be transferred between a vertical travel rail 102V and a horizontal travel rail 102H via a conversion unit with a movable, in particular rotatable travel rail 103. All the rails 102, 103 are installed at least indirectly in a shaft wall 120. Such elevator systems are basically described in WO 2015/144781 A1 and in DE10 2016 211 997A1 and DE 10 2015 218 025 A1. Although some aspects have been described in connection with a device, it is understood that these aspects also represent a description of the corresponding method, so that a block or a component of a device also as one

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

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

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

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

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

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

10 car

12 conversion unit

14 guide element

16 coupling device

18 Arrow to indicate the rotation of the third rail

20 relocation position

22 storage area

24 crane

30 service car

32 traction means

34 drive unit 100 elevator system

102 track

103 rotatable rail segment (third rail)

105 Implementation area

120 shaft

F direction of travel

Claims

Claims l. Method for operating an elevator system (100, 100 '), in particular an elevator system operated by means of linear motors, wherein the elevator system in a shaft (20) has at least one first travel rail (102V) which is oriented in a first, in particular vertical, direction (z) is; at least one guide element (102H), which is aligned in a second, in particular horizontal, direction (y); at least one car (10), in particular a plurality of cars (10), the car (10) being movable along the first rail and the guide element (102H); at least one transfer area for transferring the car (10) from the first running rail (102V) to the guide element (102H); and a first auxiliary device (10b, 30) which is designed to move the car independently of a drive of the car; having; the process comprises the following steps:

Moving the car (10) along the first rail (102V) into the transfer area (105) by means of the first auxiliary device (10b, 30);

Transferring the car (110) from the first rail (102V) to the guide element (102H) in the transfer area (105);

Moving the car (10) along the guide element (102H).

2. The method according to claim 1, wherein the elevator installation has a rotatable transfer unit (12) in the transfer area; the method comprising transferring the elevator car (110) from the first rail (102V) to the guide element by means of the rotatable transfer unit.

3. The method according to claim 1 or 2, wherein the method of the car (10) along the guide element (14) by means of the first auxiliary device or by means of a second auxiliary device or by means of

Guide element takes place.

4. The method according to any one of claims 1 to 3, comprising the steps:

Fixing the car in the transfer area (105), in particular in a transfer unit (12) which is arranged in the transfer area, by moving the car into the

Implementation area;

Release the fixing of the car after transferring the car (110) from the first rail (102V) to the guide element (102H).

5. The method according to claim 4, comprising the following step:

Detach the first auxiliary device from the car (10) after the car has been fixed in the transfer area.

6. The method according to any one of claims 4 to 5, wherein the fixing is carried out by means of a fixing element which engages in a corresponding counterpart to the fixing element, the counterpart being arranged on the car.

7. The method according to any one of claims 4 to 6, wherein the fixing takes place by means of a fixing element which is arranged in the transfer area, in particular on the transfer unit.

8. The method according to any one of claims 2 to 7, wherein the conversion unit at least one movable, in particular rotatable, third

Has travel rail (103); the third travel rail (103) in particular being transferable between a first position, in particular an orientation in the first direction (z), and a second position, in particular an orientation in the second direction (y).

9. The method according to any one of the preceding claims, wherein the first auxiliary device has a further car; the method further comprising:

Coupling the further car to the car before the car is moved by means of the further car;

Release the coupling before the car is transferred from the first rail to the guide element (14).

10. The method according to any one of the preceding claims, wherein the elevator system in the shaft (120) has a first vertical travel path, in which the elevator car can be moved and has a second vertical travel path that differs from the first travel path, the first auxiliary device in the second route is movable; the method further comprising the following steps:

Moving the first auxiliary device in the second path to the car

Connecting the first auxiliary device to the car; Moving the first auxiliary device in the second travel path in order to move the car in the first travel path along the first travel rail into the transfer area.

11. The method according to claim 10, with

Releasing the connection of the first auxiliary device to the car in the transfer area; and

Moving the car along the guide element by means of a second auxiliary device or by means of the guide element.

12. The method according to any one of the preceding claims, with releasing a brake of the car by means of the first auxiliary device before moving the car along the first rail.

13. The method according to any one of claims 3 to 12, wherein the second auxiliary device comprises a second further car; wherein the method comprises moving the car along the guide element by means of the second further car.

14. The method according to any one of the preceding claims, wherein the car is moved into a parking area; the parking area for parking the car from a plurality of

Parking areas is selected such that a detour of a further car as a first auxiliary device and / or a second further car as a second auxiliary device with respect to an original travel path of the further car or the second further car, in particular taking into account a duration until the car

Storage area has been reached is minimized.

15. The method according to any one of claims 9 to 14, wherein the elevator system has a plurality of cars; the method comprising removing the further car from at least one sequence of a group control of the plurality of cars, the sequence comprising the inclusion of one person in the car

16. Elevator system with the following features: at least one travel rail (2), which is mounted in a shaft (20), at least one car (10), in particular a plurality of cars (10), the chassis (6) using a first drive unit , in particular a linear drive, can be moved along the travel rail (2) in a first travel path of the shaft (20); an auxiliary device which can be moved in a second travel path of the shaft (20) by means of a second drive unit, the auxiliary device having a coupling element which is designed to overcome a distance between the auxiliary device and the car and to couple the auxiliary device to the car in this way that when the auxiliary device is moved with the second drive unit, the car is also moved.

17. The elevator installation according to claim 16, wherein the coupling element is designed to overcome the distance between the auxiliary device and the car by having a selection from one or more of the following features: one

Swivel device, a telescopic arm, a folding mechanism, a

Sliding mechanism.

18. Elevator system according to one of claims 16 or 17, wherein the coupling element allows a relative movement of the car to the auxiliary device, so that the distance between the car and the auxiliary device is variable.

19. Elevator system according to one of claims 16 to 18, wherein the elevator system executes the method according to one of claims 1 to 14.

20. Elevator system according to one of claims 16 to 19, wherein the second route runs parallel to the first route.