EP3931141B1 - Elevator system - Google Patents

Description

The invention relates to an elevator system according to the preamble of claim 1.

The EP 2219985 B1 describes an elevator system with a plurality of elevator cars that can be displaced in the vertical direction in two vertical tracks arranged next to one another. Each vertical track has a plurality of self-contained suspension means guided around a lower deflection roller and an upper deflection roller and a drive machine in the form of an electric motor assigned to the suspension means. Each elevator car has a controllable coupling device. The suspension means have coupling elements, which can be designed as holes or cams, for example. A coupling device of an elevator car can be coupled to and uncoupled from a coupling element, with which a drive connection between the respective elevator car and the suspension element can be established and released. An elevator car coupled to a suspension element can thus be displaced along a vertical track by means of the suspension element that can be driven by the respective drive machine, with the elevator cabin being guided by a stationary vertical guide rail during said displacement. These shifts can be referred to as vertical travel along the vertical roadway that includes a stationary vertical guide rail.

The elevator cars are only moved up along one vertical track and only down along the other vertical track. In order to be able to realize a circulating operation of the elevator cars, the elevator cars can be shifted horizontally between the two vertical tracks by means of car transfer devices. In the operation of the elevator system according to the EP 2219985 B1 an elevator car is coupled to a suspension element at a lower or an upper end position via its coupling device and a coupling element and is displaced upwards or downwards by the associated drive machine via the suspension element until it has reached the upper or lower end position. There, the elevator car is uncoupled from the suspension element and is shifted horizontally by a car transfer device into the other vertical runway, in order to then be shifted there in the other shifting direction.

A cabin transfer facility according to EP2219985 B 1 has a horizontal displacement unit with vertical guide rail pieces, to which the elevator cars can be temporarily fixed during horizontal travel by means of a braking device. In a so-called drive-through position of the horizontal displacement unit, an elevator car can be moved into and out of the car transfer device. Vertical guide rail sections that belong together and stationary vertical guide rails should be aligned with one another so that there is no offset and the elevator car can be moved safely and comfortably from a vertical guide rail section to a stationary vertical guide rail or vice versa. For this purpose, the cabin transfer device has a centering device, by means of which a frame construction of the horizontal displacement unit can be fixed in the passage position relative to a horizontal guide.

The U.S. 2011/132693 A1 describes a similarly constructed elevator system with a car transfer device.

In contrast, it is in particular the object of the invention to propose an elevator system which enables a particularly safe and comfortable shaft change of an elevator car. According to the invention, this object is achieved with an elevator system having the features of claim 1.

The elevator system according to the invention has at least one elevator car, which can be moved in vertical travel along a vertical track comprising a stationary vertical guide rail and in horizontal travel by means of a car transfer device. The car transfer device has a horizontal displacement unit with a vertical guide rail piece that guides the elevator car in the horizontal displacement unit. The horizontal displacement unit can be brought into a drive-through position in which the guide rail section of the horizontal displacement unit forms a section of the vertical track with the stationary vertical guide rail.

According to the invention, the drive system has a connecting device, by means of which the vertical guide rail piece of the horizontal displacement unit can be connected to the stationary vertical guide rail when the horizontal displacement unit is in the drive-through position. When the vertical guide rail piece is connected to the stationary vertical guide rail by means of the connecting device, the vertical guide rail piece cannot be displaced in the horizontal direction relative to the stationary vertical guide rail.

The elevator car is guided along the vertical guide rails when moving or shifting in or along the vertical track. The guide rails have, in particular, a known T-shaped cross-section, the so-called arms being formed by a rail base and the so-called trunk being formed by a rail head. The rail head is aligned in the direction of the elevator car and has at least one running surface. In particular, the elevator car has a runner that slides or rolls along the running surface of a guide rail. The runner can be designed, for example, in the form of a guide shoe or guide rollers. A guide rail is usually composed of individual guide rail pieces, so that there is a risk, particularly at the transitions from one guide rail piece to the next guide rail piece, that guide rail pieces, in particular their running surfaces, are arranged slightly offset from one another, i.e. a so-called offset occurs. If the runner of the elevator car slides or rolls over such an offset, a noticeable jerk can occur, the runner can be damaged or, in the worst case, the runner can jump out of the guide. This risk is particularly great when a horizontally displaceable, vertical guide rail section of a horizontal displacement unit of a cabin transfer device transitions to a stationary vertical guide rail. The connection of the vertical guide rail piece of the horizontal displacement unit to the stationary vertical guide rail made with the connecting device in the passage position of the horizontal displacement unit ensures an optimal alignment of the vertical guide rail piece with the stationary vertical guide rail, so that a transition between the two can be ensured without a step or an offset. The vertical guide rail piece and the stationary vertical guide rail are thus optimally aligned with one another, so that the runner of the elevator car is not adversely affected or damage can slide or roll over the transition. This enables a particularly safe and comfortable operation of the elevator system.

The elevator system has in particular at least two vertical tracks arranged next to one another and at least two car transfer devices which are arranged in particular at the upper and lower end of the vertical tracks. As described above, a circulating operation of the elevator cars is thus possible.

The vertical tracks and the car transfer devices are arranged in particular in one or in several adjacent elevator shafts, with the vertical movements being mainly vertical, i.e. with and against the direction of gravity, and the horizontal movements being mainly horizontal, i.e. perpendicular to the direction of gravity. A stationary vertical guide rail is to be understood here as meaning an immovable, mainly vertically aligned guide rail. The vertical guide rail is in particular fixed to a shaft wall of the elevator shaft, for example screwed on. A vertical track has, in particular, two opposite vertical guide rails, between which an elevator car can be arranged.

The vertical track is equipped in particular with a car drive system, which includes a flexible suspension element that can be moved and stopped along the vertical track. The elevator car then has a controllable coupling device with which the elevator car can be coupled to and decoupled from the suspension element.

The car drive system has at least one controllable drive machine, in particular an electric motor, which can move the flexible suspension element and thus shift it in the elevator shaft. The drive machine is controlled in particular by an elevator controller. The elevator controller controls the entire operation of the elevator system, so it controls all controllable components of the elevator system and is connected to switches and sensors of the elevator system. The elevator control can be designed as a single central elevator control or consist of several decentralized controls that are responsible for subtasks. For example, it can have a safety controller that ensures the safe operation of the Elevator system ensures.

The suspension element is in particular self-contained, that is, for example, designed in the shape of a ring. It can thus also be described as endless. However, this does not necessarily mean that it is designed as a homogeneous ring or consists of only one piece. The suspension element is in particular guided around a lower and an upper deflection roller, with at least one deflection roller serving as a drive roller or traction sheave, via which the suspension element can be driven by the drive machine assigned to it. In particular, the deflection rollers have an effective diameter of less than 100 mm. Such small effective diameters of a deflection pulley serving as a traction sheave enable a gearless drive of the suspension element, which requires little installation space. In particular, a tensioning device can be arranged on the suspension element, with which on the one hand the required suspension element pretension is generated and on the other hand deviations in the original length of the self-contained suspension element and operational plastic length changes of the suspension element are compensated for. The required tensioning forces can be generated, for example, with tensioning weights, gas springs or metal springs.

The coupling devices arranged on the elevator car(s) are arranged in particular on a floor or a roof of the elevator car and are controlled by the elevator control mentioned above. The coupling to a coupling element of the suspension element takes place in particular in a form-fitting manner, with a friction-fitting coupling also being conceivable. The coupling element has, in particular, a mainly horizontally oriented recess into which, for example, a bolt of the coupling device that can be moved in and out can enter in an actuation direction. In this case, the coupling device is in its coupled position when the bolt of the coupling device enters the recess of the coupling element and in its uncoupled position when the bolt does not enter the recess or the recess remains free.

A positive or frictional connection between the elevator car and the suspension element can thus be produced via the coupling device and the coupling element, so that the elevator car is also displaced when the propellant is displaced or moved. This is a drive connection between the Elevator car and the support means and thus ultimately between the elevator car and the support means associated drive machine and also detachable again. The coupling devices are controlled in particular in such a way that, at least during the displacement of an elevator car, only one elevator car is coupled to a (single) suspension element. In particular, only one (single) elevator car is ever shifted along the vertical track by a (single) suspension element.

A coupling element of a suspension element is designed in particular as a connecting element which connects two free ends of the suspension element to one another. The use of a self-contained suspension means makes it possible to dispense with a counterweight that has to be guided past the elevator car, which allows for a small cross-section of the elevator shaft. In addition, the coupling element designed in this way fulfills a dual function. On the one hand, it serves to couple the elevator car to the suspension element and, on the other hand, to realize the closed suspension element in a simple and cost-effective manner.

In particular, the coupling element fulfills the function of a so-called belt lock or a cable connector. In this way, a self-contained suspension element can be produced very simply, inexpensively and safely from an originally open, elongated suspension element by connecting the two free ends with the coupling element. The coupling element can, for example, have two suspension element end connections connected to one another, which, for example, correspond to EP 1634842 A2 can be executed. The two suspension element end connections can be connected, for example, via an intermediate piece to which they can be screwed or welded, for example. The coupling element can also have a one-piece housing.

Instead of a car drive system with a drive machine and a suspension element, the elevator system can also have a car drive system without a suspension element. The car drive system can be designed, for example, as a drive system with a linear drive or as a friction wheel drive. Such cabin drive systems are generally known. In the following, an elevator system with a car drive system with a drive machine and a suspension element is assumed.

A horizontal displacement unit of a cabin transfer device has, in particular analogously to the stationary vertical guide rails, two opposing vertical guide rail pieces. The guide rail piece or pieces are shifted horizontally when the elevator car travels horizontally. During horizontal travel, the elevator car is temporarily fixed to the guide rail piece or pieces. For this purpose, the elevator car has in particular a braking device, by means of which it can clamp itself to a piece of guide rail. It is also possible for the horizontal displacement unit to have a fixing device, by means of which the elevator car can be held during horizontal travel and thus at least indirectly fixed to a guide rail piece. The elevator car is thus guided during horizontal travel.

The horizontal displacement unit has a displacement drive with a drive unit, in particular in the form of an electric motor, by means of which the vertical guide rail piece or pieces, including the elevator car, can be moved horizontally. The drive unit is also controlled by the elevator control mentioned above.

The horizontal displacement unit and thus the guide rail piece or pieces can be brought into a so-called drive-through position. In the drive-through position, the vertical guide rail piece(s) of the horizontal displacement unit and corresponding vertical guide rails are arranged or aligned with one another such that a guide rail piece of the horizontal displacement unit forms a section of the vertical track with the stationary vertical guide rail. In the passage position mentioned, an elevator car can thus move into or out of a horizontal displacement unit.

When an elevator car changes from a first vertical track to a second vertical track, the horizontal displacement unit is initially in a first passage position in which its vertical guide rail sections form a section of the first vertical track with the stationary vertical guide rails of the first vertical track. The guide rail pieces are so aligned to the corresponding stationary vertical guide rails that Elevator car can drive into the horizontal displacement unit. After entering, the elevator car is fixed in particular with a braking device on the vertical guide rail pieces. The horizontal displacement unit and thus also the elevator car are then moved horizontally until a second drive-through position is reached. In the second passage position, the vertical guide rail pieces of the horizontal displacement unit form a section of the second vertical track with the stationary vertical guide rails of the second vertical track. The elevator car can thus move out of the horizontal displacement unit after the braking device has been released. The elevator car is thus also guided by the vertical guide rail piece or pieces when driving into the horizontal displacement unit and when driving out of the horizontal displacement unit.

When moving in and out as described, the vertical guide rail piece or pieces of the horizontal displacement unit are connected to corresponding stationary vertical guide rails by means of a connecting device. The connection is designed in such a way that a guide rail piece is aligned with a corresponding vertical guide rail in such a way that there is as little as possible a step or offset. With an existing connection, the vertical guide rail piece cannot be moved or shifted in the horizontal direction relative to the stationary vertical guide rail. In this case, the vertical guide rail piece is arranged so that it cannot be displaced or is stationary or immovable in the horizontal direction relative to the stationary vertical guide rail.

The connecting device is arranged in particular in an area between the vertical guide rails and a shaft wall to which the stationary vertical guide rail is fastened. In the case of guide rails with a T-shaped cross section, the connecting device is therefore arranged in particular on the rail base of the guide rails.

In an embodiment of the invention, the connecting device is designed and arranged in such a way that the vertical guide rail piece of the horizontal displacement unit can be positively connected to the stationary vertical guide rail. With it a particularly secure connection is made possible. In addition, the guide rails can be aligned very precisely with one another.

In an embodiment of the invention, the connecting device has a controllable actuator which is arranged on the vertical guide rail piece of the horizontal displacement unit. The actuator is thus moved together with the vertical guide rail piece. This means that only one actuator per vertical guide rail section is required for all vertical tracks. If the actuator were arranged on the stationary vertical guide rail of a vertical track, several actuators would be necessary for each vertical guide rail piece, namely one actuator per vertical track.

The actuator is designed in particular as an electric motor. However, it can also be designed, for example, as a pneumatic or hydraulic actuator. The actuator is in particular also controlled by the elevator controller mentioned above.

In an embodiment of the invention, the connecting device has a bolt which can assume a retracted position and an extended position. The connecting device also has a recess corresponding to the bolt, which is designed and arranged in such a way that when the horizontal displacement unit is in the drive-through position, the bolt in the extended position dips into the said recess and the vertical guide rail section of the horizontal displacement unit is thus positively connected to the stationary vertical guide rail and the bolt is spaced from said recess in the retracted position and thus the vertical guide rail section of the horizontal displacement unit is horizontally displaceable with respect to the stationary vertical guide rail. A form-fitting connection between a vertical guide rail piece and a corresponding vertical guide rail can thus be produced in a simple and cost-effective manner.

The bolt is arranged in particular on the vertical guide rail piece and is actuated in an actuating direction by an actuator arranged on the vertical guide rail piece, that is to say moved in and out. Here goes the mentioned Actuation direction mainly vertical. A "recess corresponding to the bolt" is to be understood here as a recess which has a shape adapted to the bolt such that when the bolt is immersed in the recess, only minimal relative movement transverse to the direction of actuation of the bolt, i.e. horizontally, is possible.

In an embodiment of the invention, the bolt has an insertion bevel in the direction of the recess. The bolt can thus be reliably inserted into the recess. In particular, when the horizontal displacement unit is not exactly moved into the drive-through position, ie the vertical guide rail piece is not yet exactly positioned in relation to the stationary vertical guide rail. In this case, too, the bolt can be inserted into the recess through the insertion bevel and the horizontal displacement unit can be displaced accordingly. In this way, for example, inaccuracies in the positioning of the horizontal displacement unit in the range of a few millimeters, for example 2-3 mm, can be compensated.

An insertion slope is to be understood here as a narrowing of a cross section of the bolt in the direction of the recess. In the case of a cylindrical bolt, the diameter of the bolt decreases in the insertion bevel, resulting in a cone-shaped course.

In an embodiment of the invention, the connecting device has a guide which guides the bolt during a movement from the retracted position to the extended position and vice versa. The guide ensures, on the one hand, that the bolt can be safely inserted into the recess and, on the other hand, that the bolt executes an intended movement very precisely.

In particular, the guide ensures that the bolt cannot deflect transversely to the direction of actuation, ie in the horizontal direction. This achieves a particularly precise alignment of the vertical guide rail piece with respect to the stationary vertical guide rail. The guide is arranged in particular on the vertical guide rail piece. It is designed, for example, as a metal sheet with a recess through which the bolt protrudes.

In an embodiment of the invention, the elevator system has a sensor device, by means of which it can be detected whether the vertical guide rail section of the horizontal displacement unit is connected to the stationary vertical guide rail. The information recorded by the sensor device can advantageously be used for a particularly safe operation of the elevator system.

The sensor device has, in particular, a switch arranged on the recess of the connecting device, which is actuated by the bolt of the connecting device in the extended position and is not actuated in the retracted position of the bolt. In this way, it can be detected very easily and inexpensively and at the same time reliably whether the vertical guide rail section of the horizontal displacement unit is connected to the stationary vertical guide rail.

In an embodiment of the invention, the elevator system has a safety controller which is connected to the named sensor device and is intended to only allow the elevator car to move vertically into the horizontal displacement unit and out of the horizontal displacement unit if the named sensor device detects that the vertical guide rail piece the horizontal displacement unit is connected to the stationary vertical guide rail. This ensures that the elevator car is only moved into or out of the horizontal displacement unit when the vertical guide rail piece and the stationary vertical guide rail are connected to one another and are therefore correctly aligned with one another. This ensures a particularly safe operation of the elevator system.

The safety control can be implemented as a part of said elevator control or as a separate control device. It can be integrated into a so-called safety circuit of the elevator system, which is known per se.

In an embodiment of the invention, the cabin transfer device has a displacement drive with a drive unit and a displacement belt. The horizontal displacement unit is horizontal by means of the displacement drive movable. A drive connection between the drive unit of the displacement drive and the horizontal displacement unit is established by means of the displacement belt designed as a toothed belt. The design of the shifting belt as a toothed belt ensures a form-fitting and therefore non-slip drive connection between the drive unit and the horizontal shifting unit. The horizontal position of the horizontal displacement unit can thus be reliably inferred from the movements, for example rotations, of a drive axle of the drive unit. The horizontal position of the horizontal displacement unit can thus be adjusted by means of a controller. This enables a cost-effective design of the displacement drive.

Teeth of the toothed belt consist in particular of an elastomer, with the force in the toothed belt being transmitted by a stiff tension cord which consists, for example, of glass or aramid fibers. The displacement drive can also have two or more displacement belts connected in series, in which case in particular all displacement belts are designed as toothed belts.

In an embodiment of the invention, the cabin transfer device has a position detection device, by means of which a horizontal position of the horizontal displacement unit within the cabin transfer device can be detected. The horizontal position of the horizontal displacement unit and thus also the horizontal position of the vertical guide rail piece(s) of the horizontal displacement unit can thus be set particularly precisely. The stated position can thus be set, in particular, by means of a regulation.

The position detection device can have one or more position sensors. It can also be designed as a so-called continuous position measuring device, for example in the form of a cable sensor. The position detection device can also be designed, for example, as a so-called absolute position detection device, which determines the horizontal position of the horizontal displacement unit from detected markings on the cabin transfer device. Said markings can be arranged, for example, on what is known as a longitudinal beam of the cabin transfer device and can be captured by a camera. Such absolute position detection devices are available in different designs on the market.

Further advantages, features and details of the invention result from the following description of exemplary embodiments and from the drawings, in which identical or functionally identical elements are provided with identical reference symbols. The drawings are merely schematic and not true to scale.

Fig. 1A

eine Frontansicht eines Aufzugssystems mit zwei Vertikalfahrbahnen, zwei Aufzugskabinen und zwei Kabinentransfereinrichtungen,

Fig. 1B

eine Seitenansicht des Aufzugssystems gemäss Fig. 1A,

Fig. 2A

eine Horizontalverschiebeeinheit der genannten Kabinentransfereinrichtungen in einer Seitenansicht,

Fig. 2B

eine Frontansicht der Horizontalverschiebeeinheit gemäss Fig. 2A,

Fig. 3A

eine Verbindungseinrichtung zum Verbinden eines vertikalen Führungsschienenstücks mit einer ortsfesten Vertikalführungsschiene in einem unverbundenen Zustand und

Fig. 3B

die Verbindungseinrichtung aus Fig. 3A in einem verbundenen Zustand.

show:

Figure 1A

a front view of an elevator system with two vertical tracks, two elevator cars and two car transfer devices,

Figure 1B

a side view of the elevator system according to FIG Figure 1A ,

Figure 2A

a side view of a horizontal displacement unit of said cabin transfer devices,

Figure 2B

according to a front view of the horizontal displacement unit Figure 2A ,

Figure 3A

a connecting device for connecting a vertical guide rail piece to a stationary vertical guide rail in an unconnected state and

Figure 3B

the connection device Figure 3A in a connected state.

According to Figures 1A and 1B an elevator system has two vertical tracks 3 arranged in an elevator shaft 2 and two elevator cars 4 traveling along these vertical tracks 3. The vertical tracks 3 are each formed by two strands of vertical guide rails 5 fastened in the elevator shaft, and the elevator cars 4 are attached to these vertical guide rails 5 by means of guide shoes 6 out, with two guide shoes 6 on each side of the elevator cars 4 are present. Each vertical track 3 is equipped with three car drive systems 7 with revolving support means 8 . Each of the elevator cars 4 can be coupled to the support means 8 of a car drive system 7 in each case in order to transport the elevator car 4 along a vertical track 3, and can also be uncoupled from these support means 8 in order to move the elevator car 4 from one vertical track 3 to another. For this purpose, each elevator car 4 is equipped with three controllable coupling devices 40, each of which is assigned to one of the three car drive systems 7.

As a variant, each elevator car can also have only a single coupling device, which can be stationary or, prior to being coupled, by a positioning device controlled into one with the one currently associated Car drive system corresponding position is brought.

The vertical tracks 3 are offset from one another parallel to the cabin walls 11 having cabin doors 10 . you arranged. The vertical tracks can also be arranged offset relative to one another at right angles to the cabin walls having the cabin doors.

In normal operation, one of the vertical tracks 3 serves as a track for the ascent and the other as a track for the descent of the elevator cars 4, with each of the elevator cars 4 after reaching a floor level in the end region of a vertical track 3 carrying out a horizontal transfer to the other vertical track 3 on which the elevator car 4 can continue to move in the reverse direction.

Three car transfer devices 13 are shown in each case in areas of floor stops 12, with the help of which the elevator cars 4 can be displaced between the vertical tracks 3. Each of the car transfer devices 13 comprises two horizontal guides 14, 15 fixed to a door-side wall of the elevator shaft 2 and a horizontal displacement unit 16 that can be displaced along these horizontal guides 14, 15. Such a horizontal displacement unit 16 comprises a frame construction 17 in which two vertical guide rail pieces 18 are fixed, which end sections or form intermediate sections of the vertical guide rails 5 of the vertical tracks 3 when the horizontal displacement unit 16 is positioned in a corresponding transit position. The frame construction 17 is designed in such a way that the elevator cars 4 can travel in the vertical direction through the horizontal displacement unit 16 that is in the correct passage position or stop in it, the elevator cars being guided on the guide rail pieces 18 mentioned.

The cabin transfer devices 13 are each equipped with a displacement drive (24 in Figure 2B ) which, controlled by an elevator control 36, moves the horizontal displacement units 16 between the vertical tracks 3 and positions them in defined passage positions in which the integrated vertical guide rail pieces 18 are precisely aligned with the vertical guide rails 5 of the vertical tracks 3. The horizontal displacement units 16 can be empty or loaded with an elevator car 4 during the shifting process. The displacement drive includes a toothed belt (33 in Figure 2B ), via which a drive unit (32 in Figure 2B ) moves the horizontal displacement units 16 in the form of a variable-speed electric motor and positions them in a transit position that is currently required.

Controllable braking devices 20 are fitted on both sides of the elevator cars 4, which interact with the vertical guide rails 5 and the vertical guide rail sections 18 of the horizontal displacement units 16 in such a way that the braking devices 20 brake or hold the elevator cars 4, for example, when they are activated by the elevator control 36. With these braking devices 20, the elevator cars 4 are held on the guide rail pieces 18 integrated in the horizontal displacement units 16, while they are displaced between two vertical tracks 3. The same braking devices 20 can also be used as safety gears, which act as safety brakes acting between elevator cars 4 and vertical guide rails 5 in the event that the permissible car speed or acceleration is exceeded. The same braking devices 20 can also serve as holding brakes, which prevent vertical oscillations and changes in level of the elevator cars 4 as a result of load changes during floor stops. The braking devices 20 usually contain braking plates, which are pressed against the vertical guide rails 5 by controllable actuators. Various principles can be used to implement such actuators, such as lifting spindles with torque-controlled drive motors, hydraulic cylinders with pressure control, or electromagnets that attach to the guide rails when activated. The braking force generated is preferably controlled as a function of the deceleration of the elevator car 4 measured by a deceleration sensor.

It is easy to see that at the in Figures 1A, 1B illustrated embodiment of the elevator system, in which the vertical tracks are arranged offset from one another parallel to the car walls 11 having the car doors 10, several vertical tracks 3 can also be arranged next to one another. In this embodiment, boarding and alighting takes place at floor stops 12 which are on each floor can be and each of the vertical lanes 3 can be assigned. In this case, the horizontal guides 14, 15 of the car transfer devices 13 advantageously extend over the entire width of all vertical tracks, so that each elevator car can use any of the vertical tracks 3. In elevator systems with a relatively large number of parallel vertical tracks, it can make sense to let more than one horizontal displacement unit 16 work on the same horizontal guides 14, 15 of a car transfer device 13 or to arrange two or more car transfer devices directly one above the other. Cabin transfer devices can also be present on any intermediate level of the elevator system, with this intermediate level not necessarily having to be in the area of a floor stop. In combination with an appropriately designed elevator control, in such an elevator system, elevator cars can change their vertical track and, if necessary, their direction of travel via such car transfer devices arranged at intermediate levels, without having to make a circuit over the end areas of the vertical tracks, or empty elevator cars can be called from parallel vertical tracks, without having to put up with long detours and waiting times.

Since the vertical guide rails 5 of the vertical tracks 3 are interrupted in the areas of the car transfer devices 13, the elevator control 36 ensures that a horizontal displacement unit 16 with its guide rail sections 18 bridges the interruptions before an elevator car enters such an area. If no horizontal displacement unit is available in time for a necessary bridging, the elevator car 4 is stopped before reaching the interrupted area.

Figures 2A and 2B show a side view and a front view of a cabin transfer device 13 described above with its horizontal displacement unit 16 in an enlarged representation. In order to clarify the interaction of the horizontal displacement unit with the elevator cars 4, such an elevator car is indicated by means of phantom lines in a holding position in the horizontal displacement unit 16. An upper horizontal guide is denoted by 14 and a lower horizontal guide by 15, on which the horizontal displacement unit 16 can be displaced by a displacement drive 24 between the vertical tracks of the elevator system. The horizontal guides 14, 15 are attached to the door-side wall 25 of the elevator shaft. The horizontal displacement unit 16 comprises a frame construction 17 with two vertically arranged side frames 26 and an upper longitudinal member 27 and a lower longitudinal member 28 which connect the two side frames 26 to one another via an upper cross member 37 and a lower cross member 38 respectively. Four profiled upper guide rollers 29 are fixed to the upper longitudinal beam 27, with which the upper longitudinal beam 27 is guided in the vertical and horizontal direction on the upper horizontal guide 14. The lower side member 28 has four lower guide rollers 30 which guide the lower side member 28 in the horizontal direction on the lower horizontal guide 15 . The vertically aligned guide rail pieces 18 already mentioned above are fixed to the insides of the two side frames 26 . The two side frames 26, together with the upper and lower longitudinal beams 27, 28, form a U-shaped frame which enables elevator cars 4 to pass vertically between the two side frames 26, the two guide rail sections 18 being end sections or intermediate sections of the vertical guide rails 5 of the vertical tracks 3 of the elevator system when the horizontal displacement unit 16 is positioned in a correct passage position. As stated above, the elevator cars 4 are equipped with controllable braking devices 20 with which the elevator cars 4 can be held firmly on the guide rail sections 18 mentioned during a horizontal transfer between two vertical tracks 3 .

The displacement drive 24 is arranged above the horizontal displacement unit 16 and comprises a belt drive, which is fastened to the upper horizontal guide 14 and extends over the entire displacement distance, with a drive unit 32, a revolving displacement belt in the form of a toothed belt 33 and a deflection pulley 34, with the lower strand of the toothed belt is connected to the upper longitudinal member 27 of the horizontal displacement unit 16.

The drive units 32 of the horizontal displacement units 16 are preferably controlled by the elevator control 36 (see FIG Figure 1A ), which controls and monitors all elevator traffic.

The cabin transfer device 13 has a position detection device 35, by means of which the horizontal position of the horizontal displacement unit 16 within the Cabin transfer device 13 can be detected. The position detection device 35 is arranged on the upper longitudinal beam 27 of the horizontal displacement unit 16 and detects markings (not shown) on the upper horizontal guide 14. The position detection device 35 can deduce the horizontal position of the horizontal displacement unit 16 from the detected markings. The horizontal position can thus be set very precisely, in particular by means of a control.

For moving and positioning the elevator cars 4 along their vertical tracks 3, each vertical track 3 is assigned car drive systems 7 that can be controlled independently of one another. These cabin drive systems 7 allow an asynchronous, i. H. uncoupled movement of several elevator cars 4 on the same vertical track 3. For this purpose, the elevator cars 4 can be coupled to flexible suspension means of a car drive system with the aid of controllable coupling devices 40, which are temporarily assigned to the elevator cars 4 by the elevator control 36. The elevator system can also be equipped with more or fewer than three car drive systems that are independent of one another.

Each of the car drive systems 7 shown comprises at least one flexible suspension element 8 which can be moved along the associated vertical tracks 3 and which preferably wraps around a traction sheave 41 in the upper elevator area and a deflection sheave 42 or a second traction sheave in the lower area. Each traction sheave 41 is driven by a drive unit 43, which preferably comprises a variable-speed electric motor. The drive units 43 assigned to one of the car drive systems 7 or their electric motors can be controlled and regulated independently of the other drive units 43 assigned to the same vertical track 3 . The traction sheaves 41 have a small effective diameter of less than 100 mm, preferably an effective diameter of less than 80 mm. The motor shafts of the electric motors and the associated traction sheaves can form a one-piece unit. The permissible load on a car drive system can be increased by assigning an upper and a lower drive unit, each with a traction sheave, to a car drive system. Such an embodiment is in the Figures 1A, 1B shown. The electric motors of such drive units are synchronously controlled and synchronously speed-controlled.

The traction or deflection sheaves in the lower elevator area are equipped with tensioning devices symbolically represented by arrows P, with which on the one hand the necessary suspension element pretension is generated and on the other hand deviations in the original lengths of the self-contained suspension elements as well as operational plastic length changes in the suspension elements are compensated for. The required clamping forces can preferably be generated with clamping weights, gas springs or metal springs.

The in the elevator systems according to Figures 1A, 1B illustrated support means 8 have the form of belts. These are preferably designed as toothed belts or V-ribbed belts and reinforced with tensile reinforcements in the form of wire ropes, synthetic fiber ropes or synthetic fiber fabrics, so that they can transport an associated elevator car 4 over a large number of floors without impermissible vertical vibrations occurring.

As already mentioned above, each elevator car 4 of the illustrated elevator system is equipped with controllable coupling devices 40 which enable the coupling of one elevator car 4 to a temporarily assigned car drive system 7 and of course also the decoupling from this. Such a coupling device 40 has at least one controllably movable coupling element which positively interacts with openings or cams present on the at least one suspension element of the associated car drive system in order to create a temporary connection between an elevator car and the suspension element.

As in the Figures 3A, 3B shown enlarged, the elevator system has a connecting device 70 by means of which the vertical guide rail piece 18 of the horizontal displacement unit 16 can be connected to the stationary vertical guide rail 5 when the horizontal displacement unit 16 is in the passage position. The connecting device 70 is arranged between the vertical guide rail piece 18 or the stationary vertical guide rail 5 and a shaft wall 71 . For this purpose, it is fastened to the rail feet of the two guide rails by fastening means (not shown). On the shaft wall 71 is fixed the stationary vertical guide rail 5 by means of an attitude, not shown.

The connecting device 70 has a controllable actuator 72 in the form of an electric motor, which is arranged on an end 73 of the vertical guide rail piece 18 oriented in the direction of the stationary vertical rail 5 . The actuator 72 is controlled by the elevator control 36 (see Figure 1A ) is controlled and can extend a mainly cylindrical bolt 74 in an operating direction 76 running in the vertical direction into an extended position and retract it into a retracted position. In the Figure 3A is the bolt 74 in the retracted position and in the Figure 3B shown in the extended position.

A receptacle 77 is arranged on an end 75 of the stationary vertical guide rail 5 oriented in the direction of the vertical guide rail piece 18 . The receptacle 77 has a recess 78 in the form of a cylindrical through-opening oriented in the actuation direction 76 and thus vertically. An inner diameter of the recess 78 is slightly larger than an outer diameter of the bolt 74, so that the recess 78 can accommodate the bolt 74 with little play. The receptacle 77 and thus the recess 78 are arranged on the stationary vertical guide rail 5 in such a way that when the horizontal displacement unit 16 is in the passage position, the bolt 74 is inserted into the recess 78 when changing from the retracted position to the extended position, and thus as in FIG Figure 3B shown in the extended position in said recess 78 and creates a positive connection between vertical guide rail piece 18 and stationary vertical guide rail 5. When the bolt 74 dips into the recess 78, the horizontal position of the vertical guide rail piece 18 relative to the stationary vertical guide rail 5 is fixed. The connecting device 70 is arranged in such a way that in this case the vertical guide rail piece 18 is aligned in relation to the stationary vertical guide rail 5 in such a way that there is no offset or step at the transition.

In the in the Figure 3A In the retracted position of the bolt 74 shown, it does not enter the recess 78 and is therefore at least a small distance away in the actuation direction 76 . In the retracted position of the bolt 74 can thus the vertical guide rail section 18 relative to the stationary Vertical guide rail 5 are moved in the horizontal direction.

A sensor device 79 with a safety switch 80 is arranged on the recess 78 on the side of the receptacle 77 opposite the actuator 72 . The safety switch 80 is actuated by the bolt 74 when it is in the extended position in the recess 78 . The sensor device 79 thus detects whether the vertical guide rail piece 18 is positively connected to the stationary vertical guide rail 5 and thus an elevator car 4 can be safely and comfortably moved out of or into the horizontal displacement unit 16 . The sensor device 79 is connected to a safety controller 81 by lines that are not shown. The safety controller 81 can be integrated into the elevator controller 36 or designed as a separate controller and connected to the elevator controller. The safety controller 81 is designed in such a way that it only allows an elevator car 4 to move vertically into the horizontal displacement unit 16 and out of the horizontal displacement unit 16 if the sensor device 79 detects that the vertical guide rail section 18 is connected to the stationary vertical guide rail 5 as described.

In order to enable the bolt 74 to be securely inserted into the recess 78, the bolt 74 has an insertion bevel 82 in the direction of the recess 78, in which the outer diameter of the bolt 74 tapers slightly. In the area of the insertion bevel 82, the bolt 74 thus has a conical profile.

A guide 83 is also arranged on the actuator 72, which guides the bolt 74 during a movement from the retracted position to the extended position and vice versa. The guide 83 has a in the Figures 3A, 3B not visible recess through which the bolt 74 protrudes. An inner contour of said recess corresponds to an outer contour of the bolt 74, as a result of which it cannot move transversely to the direction of actuation 76, or only very slightly.

Finally, it should be noted that terms such as "comprising,""comprising," etc. do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. It should also be noted that features or steps that have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. Any reference signs in the claims should not be construed as limiting.

Claims (12)

1. An elevator system having an elevator car (4) that can travel vertically along a vertical track (3) comprising a stationary vertical guide rail (5), and can travel horizontally by means of a car transfer device (13), wherein

   - the car transfer device (13) has a horizontal displacement unit (16) with a vertical guide rail piece (18) which guides the elevator car (4) in the horizontal displacement unit (16), the horizontal displacement unit (16) being able to be brought into a transit position in which the guide rail piece (18) of the horizontal displacement unit (16) forms a section of the vertical track (3) together with the stationary vertical guide rail (5),

   characterized by
   a connecting device (70) by means of which, in the transit position of the horizontal displacement unit (16), the vertical guide rail piece (18) of the horizontal displacement unit (16) can be connected to the stationary vertical guide rail (5), wherein, when the vertical guide rail piece (18) is connected to the stationary vertical guide rail (5) by means of the connecting device (70), the vertical guide rail piece (18) cannot be displaced in the horizontal direction with respect to the stationary vertical guide rail (5).
2. The elevator system according to claim 1
   characterized in that

   - the vertical track (3) is equipped with a car drive system (7) which comprises a flexible suspension means (8) which can be moved and stopped along the vertical track (3), and

   - the elevator car (4) has a controllable coupling device (40) with which the elevator car can be coupled to and uncoupled from the suspension means (8).
3. The elevator system according to claim 1 or 2,
   characterized in that
   the connecting device (70) is designed and arranged in such a way that the vertical guide rail piece (18) of the horizontal displacement unit (16) can be positively connected to the stationary vertical guide rail (5).
4. The elevator system according to claim 1, 2 or 3,
   characterized in that
   the connecting device (70) has a controllable actuator (72) which is arranged on the vertical guide rail piece (18) of the horizontal displacement unit (16).
5. The elevator system according to claim 3 or 4,
   characterized in that
   the connecting device (70) has a bolt (74) which can assume a retracted position and an extended position, and a recess (78) corresponding to the bolt (74), that is designed and arranged in such a way that, in the transit position of the horizontal displacement unit (16), the bolt (74) in the extended position enters into said recess (78), and thus the vertical guide rail piece (18) of the horizontal displacement unit (16) is positively connected to the stationary vertical guide rail (5), and the bolt (74) in the retracted position is distanced from said recess (78), and thus the vertical guide rail piece (18) of the horizontal displacement unit (16) is horizontally displaceable relative to the stationary vertical guide rail (5).
6. The elevator system according to claim 5,
   characterized in that
   the bolt (74) has an insertion bevel (82) in the direction of the recess (78).
7. The elevator system according to claim 5 or 6,
   characterized in that
   the connecting device (70) has a guide (83) which guides the bolt (74) during a movement from the retracted position into the extended position, and vice versa.
8. The elevator system according to any one of claims 1 to 7,
   characterized by
   a sensor device (79) which can be used to detect whether the vertical guide rail piece (18) of the horizontal displacement unit (16) is connected to the stationary vertical guide rail (5).
9. The elevator system according to claim 5, 6 or 7 and 8,
   characterized in that
   the sensor device (79) has a switch (80) which is arranged on the recess (78) of the connecting device (70) and which is actuated by the bolt (74) of the connecting device (70) in the extended position, and is not actuated in the retracted position of the bolt (74).
10. The elevator system according to claim 8 or 9,
    characterized by
    a safety controller (81) that is connected to the sensor device (79) and that is provided to only allow a vertical movement of the elevator car (4) into the horizontal displacement unit (16) and out of the horizontal displacement unit (16) if the aforementioned sensor device (79) detects that the vertical guide rail piece (18) of the horizontal displacement unit (16) is connected to the stationary vertical guide rail (5).
11. The elevator system according to any one of claims 1 to 10,
    characterized in that
    the car transfer device (13) has a displacement drive (24) with a drive unit (32) and a displacement belt (33), wherein

    - the horizontal displacement unit (16) can be displaced horizontally by means of the displacement drive (24),

    - a drive connection is established between the drive unit (32) of the displacement drive (24) and the horizontal displacement unit (16) by means of the displacement belt (33), and

    - the displacement belt (33) is designed as a toothed belt.
12. The elevator system according to claim 11,
    characterized in that
    the car transfer device (13) has a position detection device (35) by means of which a horizontal position of the horizontal displacement unit (16) within the car transfer device (13) can be detected.

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