Method for operating a lift system with two cars on one track

Abstract

The following descriptions relate to a method (20) for operating an elevator system (1) with at least one first track (2.1) and at least two cars (5.1, 5.2) that can travel on the first track (2.1), as well as with at least one further track (2.2, 2.3, 2.4) and at least one car (5.3, ..., 5.7) that can travel on the further track (2.2, 2.3, 2.4), the method (20) comprising the steps: detecting (21) at least a temporary standstill and a standstill position of a first car (5.1) on the first track (2.1), defining (22) a remaining travel lane (10) that can still be traveled by a second car (5.2) on the first track (2.1) based on the detected standstill position, aborting (23) a journey of the second car (5.2) with a target landing position located outside the residual travel lane (10) in a transition landing position and triggering (24) a car call to the transition landing position and assigning the car call to a car (5.3, ..., 5.7) on the at least one further travel lane (2.2, 2.3, 2.4).

Description

Technical field

[0001] The following descriptions concern a method for operating an elevator system with at least one first track and at least two elevator cars that can travel on the first track, and with at least one further track and at least one elevator car that can travel on the further track, wherein the first track and the further track serve at least partially the same landing positions.

[0002] Furthermore, the following descriptions relate to an elevator system comprising at least a first track with at least two elevator cars that can travel on the first track, at least a further track with at least one elevator car that can travel on the further track, and at least a control device for receiving elevator car calls and assigning the elevator car calls to the elevator cars, wherein the first track and the further track serve at least partially the same landing positions. Technical background

[0003] Elevator systems for transporting people and / or goods are an integral part of modern residential and commercial buildings. A typical elevator system comprises one or more elevator shafts, each with one or more tracks, on which one or more cars are moved between landing positions by means of drives such as suspension drives or linear drives.

[0004] Elevator systems with multiple cars traveling on the same track are manufactured, for example, by the applicant under the designation "TWIN" with two cars with load-bearing drives stacked one above the other, or "MULTI" with multiple cars with linear drives. With such systems, a single elevator shaft or track can be utilized more efficiently compared to a single-car system, thus reducing waiting times.

[0005] A disadvantage of elevator systems with multiple cars on the same track is the interdependence between the cars, which cannot pass each other. If one of the two cars remains stationary within the track for an extended period, for example due to a malfunction, a priority trip, or being positioned for landing, the second car will be delayed when attempting a trip that would require it to pass the stationary first car. This results in an excessively long travel time, much to the dissatisfaction of passengers. Furthermore, subsequent trips for the second car, either pending or later assigned to that car, will also be delayed.

[0006] An elevator system with multiple cars on the same track and a method for operating it are known, for example, from WO 2016 / 135090 A1. An elevator system with multiple cars on the same track and a call allocation system for the elevator system are also known from CN 105 793 180 A.

[0007] Given this situation, the task at hand is to avoid at least one of the aforementioned disadvantages caused by a car standstill in a previously described elevator system. Description - Technical Solution

[0008] The present problem is solved by the features of the independent claims. Advantageous embodiments are specified in the dependent claims, the description, and the drawings. Where technically feasible, the teachings of the dependent claims can be combined arbitrarily with those of the main and dependent claims.

[0009] In particular, the problem is solved by a method for operating an elevator system with at least one first track and at least two cars that can travel on the first track, and with at least one further track and at least one car that can travel on the further track, wherein the first track and the further track serve at least partially the same landing positions, the method comprising the steps of: detecting at least a temporary standstill and a standstill position of a first car on the first track, defining a remaining track that can still be traveled by a second car on the first track based on the detected standstill position,Aborting a journey of the second car with a target landing position outside the remaining travel track in a transition landing position and triggering a car call to the transition landing position and assigning the car call to a car on at least one further travel track.

[0010] The following sections explain advantageous aspects and subsequently describe preferred modified embodiments. Explanations, particularly regarding advantages and definitions of features, are essentially descriptive and preferred, but not limiting, examples. If an explanation is limiting, this will be explicitly stated.

[0011] It is preferred that the sequence of process steps can be varied, unless a specific sequence is technically required. However, the aforementioned sequence of process steps is particularly preferred.

[0012] Where ordinal numbers, such as "first," "second," etc., are used, for example to designate a component, an element, a process step, or a process action, these ordinal numbers are solely for differentiation in the designation and do not indicate any dependencies or sequences. This means, in particular, that a device does not need to have a "first component" to have a "second component." A device can also have a "first component" and a "third component" without necessarily having a "second component." Multiple units with the same ordinal number are also possible, for example, multiple "first components."

[0013] According to the present understanding, an elevator system is designed, for example, with at least one vertical and / or horizontal elevator shaft and at least two tracks arranged in the same or different elevator shafts, with two elevator cars on at least one of the tracks, but may also have further elevator shafts and / or further elevator cars.

[0014] For example, a car is held and driven by a lifting element, wherein a drive device transmits a drive torque to the lifting element via a drive shaft. The lifting element is preferably connected to a counterweight associated with the car. A drive device is particularly located in a machine room or in the head of a shaft. A lifting element is particularly designed as a rope, belt, strap, chain, or the like and carries tensile loads in the direction of its longitudinal extension.

[0015] Alternatively, a car can be held and driven by a linear actuator. A linear actuator consists, for example, of a primary part extending along the track and a secondary part located on the car. The primary part is formed by coils arranged in a line, each with its own converter. Current is applied to the coil to generate a magnetic field when the car is within the area of ​​the respective coil, thus moving the car. The secondary part consists of a permanent or electromagnet that interacts with the magnetic fields of the coil.

[0016] An elevator shaft is a continuous shaft that extends over several floors and / or along several areas of a building and has a cross-section designed for the passage of the elevator car. An elevator shaft of an elevator system can extend vertically and / or horizontally. In one embodiment, the elevator system has at least one section of the elevator shaft that extends vertically and at least one section that extends horizontally, with a track extending, for example, from the vertically extending section into the horizontally extending section.

[0017] A track is a defined area within an elevator shaft along which an elevator car can travel. The track is defined, for example, by the elevator shaft and a guide rail arranged therein, with the track's extent determined by shaft stops. An elevator shaft can also have multiple tracks, for example, parallel ones. A track can also be defined by a guide rail and a primary part of a linear actuator extending along it. According to the present understanding, a track does not include the possibility for elevator cars to pass each other on it. In particular, the present disclosure relates to a group elevator with several parallel vertical tracks in close proximity to one another, in which at least two elevator cars are arranged one above the other on at least one of the tracks.The two elevator cars can be independently driven / movable or designed as double-decker elevator cars.

[0018] A landing position of the elevator system along the elevator shaft is defined, in particular, by a floor of the building and includes a landing door. The landing door, in conjunction with a car door, forms a passage between the car in the elevator shaft and the floor of the building. The landing door is formed by a door portal in a wall between the floor and the elevator shaft. Operating elements for sending car calls and / or information elements for displaying information about the elevator system are typically located on the wall outside the elevator shaft. If the elevator system is equipped with a destination call system, a destination landing position can be selected at the landing position along with the car call.Control elements for sending car calls and / or information elements for displaying information about the elevator system may also be located inside the car. In an elevator system without a destination call system, the destination landing position can then be selected inside the car once it has arrived at the starting landing position from which the car call was made.

[0019] A car call is information, primarily generated by a passenger, indicating their wish to travel between a starting position and a destination position via the elevator system. A car call, or more specifically, multiple car calls, establishes a sequence of movements for the elevator cars. The cars respond to car calls by moving to the starting positions defined by the calls, granting access to the car there, and then continuing to the destination positions, again granting access to the car there.A car call can be initiated, for example, via controls at the landing positions of the elevator system or inside the car, through sensor detection, through personalized authorization (e.g., with a key), or via a mobile device. In addition to the starting and landing position, which is usually already determined by the location of a control, the call preferably includes at least one piece of information about a so-called target feature. A target feature could be, for example, the desired direction of travel or the target landing position.

[0020] Car calls are preferably processed algorithmically by the elevator system's control devices. This processing includes, in particular, receiving a car call and assigning it to a car, which then responds to the call. Assignment encompasses the aforementioned algorithmic processing or is the result of this processing. For the purposes of this document, a call is referred to as unassigned when it has not yet been assigned to a car. A call is referred to as assigned when it has already been assigned to a car, and a trip is referred to when the assigned car travels to respond to the call. The destination position is known at the latest after the passenger(s) have boarded the car.A single journey can also serve multiple car calls simultaneously and therefore include multiple starting and landing positions and / or multiple destination landing positions.

[0021] A standstill of a car is understood as a dwell time of the first car extending beyond a normal stop and can preferably be defined in terms of time. For example, if the first car remains in a position for longer than the maximum permissible duration for a stop, this is considered a standstill according to a temporal definition. A standstill can also be defined spatially, for example, if the first car stops between two landing positions in an unintended position and / or for no identifiable reason. A standstill can also be defined factually, for example, if the car is forced to remain in a (landing) position by a special control system. Such a special control system can then be taken into account when processing car calls and travel information in a control device.As explained above, a standstill position can be a landing position or any position between two landing positions along the first travel track. The standstill position is detected, in particular, by sensors, for example, by a position detection system of the elevator system with a coded band and sensors arranged on the respective elevator cars to read position markers on the coded band.

[0022] A transition landing position is defined as a landing position served by both the first and subsequent lanes and located within the remaining lane. The remaining lane is specifically defined as the portion of the first lane comprised of landing positions not blocked by the stationary first car.

[0023] The solution to the problem using the aforementioned method now includes the teaching that a second car's journey, blocked by the first car, is aborted if it becomes apparent that the first car's standstill would result in an excessively long travel time for the second car. Furthermore, the solution includes the teaching that during the aborting process, and thus at the earliest possible moment, a car call is triggered and assigned to a car on a different track. The car on the other track can then simultaneously approach the intermediate landing position with the second car, thus advantageously shortening or eliminating the waiting time for passengers at the intermediate landing position. Moreover, passengers no longer need to manually request a car call at a control panel after arriving at the intermediate landing position.This ensures that, although the journey has to be aborted, thus extending the overall time until reaching the final landing position, the passengers are transported as quickly as possible under the given circumstances. Furthermore, the automatic activation of the car call assures passengers that the elevator system is handling the situation as effectively as possible, thus avoiding the particularly unpleasant experience of waiting idly in a stationary second car.

[0024] The triggered car call, assigned to a car on at least one other track, can be a simple car call, meaning it only includes information about the starting landing position, in this case, the transition landing position. The car call can also include the intended direction of travel. Preferably, the car call is a destination car call and therefore also includes the destination landing position of the aborted trip as a destination feature. The destination information is derived, in particular, from car calls or inputs from passengers in the second car that formed the basis for the aborted trip.

[0025] Alternatively or additionally, it can be provided that information about the triggered car call is announced in the second car during the aborted journey, particularly as a voice announcement. This voice announcement is made, for example, in the second car while approaching the intermediate landing position and can also be computer-generated. This increases passenger acceptance and understanding of the longer transport time until reaching the final landing position by providing this information. At the same time, it also prevents passengers from making further redundant car calls, for example, at a control panel in the intermediate landing position, thus minimizing the workload on the control device for receiving and assigning car calls.

[0026] Alternatively or additionally, it can be provided that unattended car calls assigned to the second car with a starting / landing position and / or a destination position outside the remaining travel track are deleted or assigned to a car on at least one other travel track. This results in a shorter waiting time for these car calls, or for handling them, than would occur if the first car were to come to a complete stop. If the car calls are assigned to other cars on other travel tracks, it can be provided that these car calls are prioritized over more recent car calls that are already assigned to the respective car. For this purpose, a timestamp of each car call can be taken into account, for example.

[0027] Alternatively or additionally, information about the deleted or newly assigned car call can be provided at the starting / landing position, particularly as a voice announcement. This voice announcement could, for example, be computer-generated. Waiting passengers can then advantageously move to the next track at the landing position and assign an arriving car to their car call. Furthermore, this increases passenger acceptance and understanding of the longer waiting time until reaching a car. At the same time, it also prevents passengers from making further redundant car calls, thus minimizing the workload on the control system for receiving and assigning car calls.

[0028] Alternatively or additionally, the second car can be blocked from being assigned car calls with a starting or destination position outside the remaining travel track. This blocking can be implemented in such a way that a corresponding car call cannot be entered at all, for example, by restricting the selection options on a relevant control element. The blocking can also be implemented in such a way that the assignment of the car call to the car is prevented. This also advantageously avoids waiting times for these car calls that arise due to the first car being stationary.

[0029] Alternatively or additionally, the system can be designed to detect at least a temporary standstill when the first car is being prepared for a special trip. A special trip, which can also be referred to as a priority trip, might be intended, for example, for medical transport or for transporting an important passenger. Furthermore, it can be authorized, for example, by a device such as a key or transponder system at a landing position or in the car, or via an internet-based system using a personal device. If the special trip includes preparation, the car is stopped, for example, in a specific landing position and remains there until the anticipated special trip begins. The standstill can be detected particularly easily by verifying or registering the special trip authorization.

[0030] Alternatively or additionally, the system can predict or record the expected next direction of travel of the first available elevator car. Recording is particularly feasible when information about the special trip is already available, for example, through input via an elevator call or on the aforementioned personal device in a corresponding control system for the special trip. Such information can be specifically requested when the special trip is requested. Prediction is based primarily on historical data, which can, for example, provide information about which target landing position would be most frequently used from the relevant landing position. Prediction can also be performed using or with the aid of self-learning algorithms.The prediction can also be derived simply from the landing position, for example, if a significant portion of the track extends below or above the landing position. Advantageously, the detected or predicted direction of travel can indicate whether the special trip will take place in the remaining track assigned to the second car or in the opposite direction towards the section of the first track blocked off by the first car and therefore freely available to it.

[0031] Furthermore, if a direction of travel has been detected or predicted, when assigning a car to the special trip, the car from the first and second car can be selected where a conflict with the other car during the special trip is already ruled out, for example a lower car for a downward trip and an upper car for an upward trip.

[0032] Alternatively or additionally, it can be provided that, particularly if the first car is predicted or detected to travel into the remaining lane, the second car is immediately moved to a passing position after the trip is aborted, such that the remaining lane is freely accessible for the first car. A passing position can be provided, for example, at one end below or above a final landing position. If a passing position is only provided at one end of the lane, this can be taken into account when selecting the car for the special trip. A passing position can also, for example, be located outside the lane.Advantageously, the special trip can then always proceed completely without waiting time for the second car to clear the track, thus avoiding a complete blockage of the track for the special trip, for example, in the event of an unexpected breakdown of the second car. This feature is based in particular on the principle that prioritizing the special trip applies not only to the first car, which is already in position and therefore unavailable for other trips, but also to the second car, which completely clears the track while being positioned to ensure the shortest possible travel time for the special trip. Furthermore, assigning a special trip to a track with two cars is particularly appropriate when no track with only one car is available.

[0033] Alternatively or additionally, the second car, once moved into the backup position, can be locked for the allocation of car calls. This also advantageously avoids waiting times caused by the first car being stationary.

[0034] Alternatively or additionally, it can be provided that the second car continues to be prioritized for assigning car calls with a starting and ending position within the remaining travel lane. If the first travel lane is not available for journeys with a starting and / or ending position outside the remaining travel lane, i.e., within the area blocked by the first car, such car calls must be handled solely by the other cars on the at least one additional travel lane. The elevator system's capacity for such journeys is therefore reduced. By preferentially assigning journeys within the remaining travel lane to the second car, the at least one additional travel lane is advantageously relieved of its capacity, thus freeing up its full capacity for handling journeys outside the remaining travel lane.

[0035] Alternatively or additionally, the system can be designed to detect at least a temporary standstill in the event of a breakdown of the first car. A breakdown can occur, for example, if a drive-related component of the car is defective, a safety device has been triggered, and / or another fault has occurred. This can advantageously prevent long travel and waiting times in the event of a breakdown. In particular, sufficient space for the evacuation of passengers from the disabled first car can be taken into account when defining the remaining travel lane, especially if manual movement of the car to a nearby landing position is planned.

[0036] Alternatively or additionally, the system can be designed to detect at least a temporary standstill when a limit standstill time or limit door opening time of the first car in a landing position is exceeded. Advantageously, time-defined standstill detection allows for the identification of a standstill regardless of its cause. For example, this also detects the misuse of the first car by blocking the car door. Advantageously, the system can also be triggered by a detected standstill even if the expected duration of the standstill is unknown, in addition to the cause.

[0037] Alternatively or additionally, the remaining travel lane can be defined based on the detected stationary position, taking into account a safety distance between the first and second car. In this way, the remaining travel lane can be defined as large as possible without risking a collision between the second car and the stationary first car.

[0038] The problem is further solved by an elevator system comprising at least one first track with at least two cars that can travel on the first track, at least one further track with at least one car that can travel on the further track, and at least one control device for receiving car calls and assigning the car calls to the cars, wherein the first track and the further track serve at least partially the same landing positions, and wherein the control device is configured to execute a previously described procedure. The elevator system achieves the advantages described above with regard to the procedure accordingly. In particular, by triggering a car call while the second car is aborting its journey, waiting times are advantageously reduced, and the travel sequence is optimally adapted to the standstill.

[0039] Alternatively or additionally, the elevator system may continue to have a first zone and a second zone, each consisting of several landing positions, with different authorization requirements assigned to the zones. Furthermore, the elevator system may have a lower landing position assigned to the first zone at a building access level and an upper landing position assigned to the second zone at the same building access level. For example, the landing positions may be located in a high lobby of a building, with one landing position at lobby floor level and the other accessible via a short flight of stairs.This allows each elevator car to be assigned a landing position on the building access level, and the elevator cars can stop simultaneously on the building access level, whereby the corresponding landing position or elevator car can be selected for the respective access to one of the zones.

[0040] Alternatively or additionally, it can be provided that a destination car call can be made at a further landing position with a destination landing position on the building access level, whereby the control device for the journey defines either the lower or the upper landing position as the destination landing position for executing this destination car call. For this purpose, for example, an input associated with both landing positions is enabled on a control element at the further landing position or on a personal device for making the destination car call, such as by selecting "Exit" or similar, so that passengers can make the destination car call without having to choose between the lower and / or upper landing position on the building access level.This approach offers the advantage that no zone authorization needs to be recorded or verified for travel to the building access level, and that passengers do not have to choose between two landing positions equally assigned to the building access level. Furthermore, it avoids rejecting a selection due to missing zone authorization. The allocation algorithm can then transport both elevator cars to either landing position on the building access level and freely select the landing position based on process optimization.

[0041] It can also be algorithmically taken into account that when selecting the landing position at the building access level, one of the two landing positions is preferred, for example, a ground-level landing position. Alternatively, the selection of an accessible landing position can be enforced through appropriately provided control elements or a special trip selection.

[0042] For a broader understanding of the features described above, the present disclosure also includes elevator systems with only one car in one track and with two landing positions in a building access level designed accordingly.

[0043] Alternatively or additionally, it can be provided that at least two elevator cars and / or at least two tracks form a feature group. It can then be provided that an elevator call can be made at a landing position, allowing selection of the feature defining the feature group. For this purpose, for example, a feature selection is enabled at a control element in the landing position or on a personal device for making the elevator call. A feature could, for example, be a specific load capacity or specific equipment of an elevator car, the length of a track, or the structural design of a track.For example, elevator cars and drive systems of appropriate dimensions are required for transporting wheelchairs or heavy loads, and / or an elevator system may have cars / tracks where the surroundings are visible from the car, which can be undesirable for passengers with anxiety and particularly interesting for other passengers. Selecting these features can advantageously ensure that the elevator call is assigned in a manner appropriate to the needs of the respective passenger.

[0044] Each car or track can be assigned to one or more feature groups. Furthermore, each car or track can be assigned to one or more feature groups as a fallback option and be available for selection if no car or track from the feature group is available for selection. The feature selection can be prioritized differently depending on the importance of the feature when assigning car calls. Brief description of the drawings

[0045] A preferred technical solution is explained in more detail below with reference to the accompanying drawings and preferred embodiments. The term "figure" is abbreviated as "Fig." in the drawings.

[0046] The drawings show Fig. 1 a highly schematic representation of an elevator system according to an exemplary embodiment; Fig. 2 a diagram of a process according to the present disclosure; Fig. 3 a schematic view of a control element for an elevator system according to Fig. 1 in an exemplary embodiment; and Fig. 4 a diagram of another process according to the present disclosure. Detailed description of the drawings

[0047] The described embodiments are merely examples that can be modified and / or supplemented in various ways within the scope of the claims. Each feature described for a particular embodiment can be used independently or in combination with other features in any other embodiment. Each feature described for an embodiment of a particular claim category can also be used accordingly in an embodiment of a different claim category.

[0048] Fig. Figure 1 shows a highly simplified representation of an elevator system 1 with several parallel, vertical tracks 2.1, 2.2, 2.3, 2.4, each extending along the same landing positions 3.1, 3.2, 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, 3.9, 3.10, for example in the same elevator shaft or in separate elevator shafts for each track 2.1, 2.2, 2.3, 2.4. Tracks 2.1 and 2.3 extend further to landing position 3.11. Landing positions 3.1 and 3.2 are configured as lower landing position 3.1 and upper landing position 3.2 on a building access level, while the other landing positions 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, 3.9, 3.10, and 3.11 are each assigned to a floor of the building. Along the travel lanes 2.1, 2.2, 2.3, and 2.4, elevator cars 5.1, 5.2, 5.3, 5.4, 5.5, 5.6, and 5.7 are movable by means of drives not shown in detail, with two elevator cars 5.1, 5.2, 5.3, 5.4, 5.6, and 5.7 each operating in travel lanes 2.1, 2.2, and 2.4.7 are arranged one above the other. In order to ensure that certain or all landing positions 3.1, ..., 3.11 in the lanes 2.1, 2.2, 2.4 are accessible with two gondolas 5.1, 5.2, 5.3, 5.4, 5.6, 5.7 for both gondolas 5.1, 5.2, 5.3, 5.4, 5.6, 5.7, the lanes 2.1, 2.2, 2.4 have end-end passing positions 6 on at least one side.

[0049] The elevator system 1 continues to have control elements 7.1, 7.2, 7.3, 7.4, 7.5, 7.6, 7.7, 7.8, 7.9, 7.10, 7.11 at each of the landing positions 3.1, ..., 3.11. The control elements 7.1, ..., 7.11 are signal-connected to a control device 8, which also continues to be signal-connected to the travel tracks 2.1, 2.2, 2.3, 2.4 and the elevator cars 5.1, ..., 5.7, and algorithmically assigns elevator calls received at the control elements 7.1, ..., 7.11 to the elevator cars 5.1, ..., 5.7.

[0050] In lanes 2.1, 2.2, and 2.4, each with two elevator cars 5.1, 5.2, 5.3, 5.4, 5.6, and 5.7, one car 5.1, 5.2, 5.3, 5.4, 5.6, and 5.7 can be blocked by the other car 5.1, 5.2, 5.3, 5.4, 5.6, and 5.7 when it is stationary. This can be illustrated using the example of lane 2.1 with the first car 5.1 and the second car 5.2. The first car 5.1, which, for example, has become stuck between the fourth landing position 3.4 and the fifth landing position 3.5, will then be stationary, while the second car 5.2 can still move between the sixth landing position 3.6 and the eleventh landing position 3.11. This area between the sixth landing position 3.6 and the eleventh landing position 3.11 can therefore be defined as residual lane 10 and results, for example, from the stationary position of the first car 5.1 and a safety distance between the cars 5.1, 5.2.

[0051] Fig. Figure 2 shows a method 20 for operating the elevator system 1 in the event of a standstill of the first car 5.1 in the first track 2.1. In a first step 21, a standstill, at least temporarily, and a standstill position of the first car 5.1 on the first track 2.1 are detected. The standstill and / or the standstill position are detected, for example, by means of the control device 8 and / or by means of a position detection system (not shown) of the elevator system 1 with a code tape and sensors arranged on the respective cars 5.1, ..., 5.7 for reading position markers on the code tape. In a second step 22, the remaining track 10 that can still be traveled by a second car 5.2 on the first track 2.1 is defined based on the detected standstill position. In a third step 23, the journey of the second car 5.2 is aborted.2 with a target landing position located outside the remaining travel lane 10, i.e., one of the landing positions 3.1 to 3.5. The abort occurs in a transition landing position, where the second car 5.2 stops to abort the journey. The transition landing position is, for example, the sixth landing position 3.6, which is also served by the other travel lanes 2.2, 2.3, 2.4 and the other car 5.3 to 5.7. In a fourth step 24, a car call is triggered to the transition landing position and assigned to a car 5.3, ..., 5.7 on at least one other travel lane 2.2, 2.3, 2.4.

[0052] In an optional fifth step 25, information about the triggered car call is announced in the second car 5.2 during the cancellation of the journey, particularly as a voice announcement. In an optional sixth step 26, unattended car calls assigned to the second car 5.2 with a start / landing position and / or a destination landing position outside the remaining travel lane 10 are deleted or assigned to a car 5.3, ..., 5.7 on at least one other travel lane 2.2, 2.3, 2.4. Information about the deleted or newly assigned car call can be announced at the start / landing position, particularly as a voice announcement. In an also optional seventh step 27, the second car 5.2 is further blocked from being assigned car calls with a start / landing position or a destination landing position outside the remaining travel lane 10.

[0053] In Fig. Figure 1 further illustrates schematically, using dashed lines, that elevator cars 5.3 and 5.4 are designed as wheelchair-accessible elevator cars and differ in this feature from the other elevator cars 5.1, 5.2, 5.5, 5.6, and 5.7. For example, elevator car 5.5 is designed as a heavy-duty elevator car. Furthermore, the tracks 2.1 and 2.2 are arranged, for example, in a panoramic shaft with glass walls, as also shown by a dashed line, where the elevator cars 5.1, 5.2, 5.3, and 5.4 also have glass walls. The aforementioned features form feature groups within elevator system 1. A feature group can also be formed, for example, by different extensions of lanes 2.1, 2.2, 2.3, 2.4, as shown for lanes 2.2 and 2.4 compared to lanes 2.1, 2.3.

[0054] Furthermore, in Fig. Figure 1 shows that landing positions 3.3 to 3.7 are assigned to a first zone 9.1, which also includes landing position 3.1, the building access level. Landing positions 3.8 to 3.11, on the other hand, are assigned to a second zone 9.2, which also includes landing position 3.2, the building access level. For example, landing positions 3.1 and 3.2 then only grant the authorization to select one of the landing positions 3.1, ..., 3.11 within the same assigned zone 9.1 and 9.2, whereby this authorization can be recognized or verified, for example, by a key system or transponder system.

[0055] Fig. Figure 3 shows, as an example, the control element 7.4 from the fourth landing position 3.4. It features destination selection buttons 12 for floors 1 and 3 to 9, corresponding to landing positions 7.3 and 7.5 to 7.11. A destination car call to one of these floors can therefore be made using the control element 7.4. Furthermore, the control element 7.4 has an "Exit" button 13, which can be used to make a destination car call to the building exit. The two landing positions 3.1 and 3.2 are assigned to the corresponding building access level where the building exit is located. When the "Exit" button 13 is pressed, the control device 8 algorithmically selects one of the two landing positions 3.1 or 3.2, without regard to zone assignments.

[0056] Control element 7.4 also features two additional buttons, 14 and 15, which can be selected in addition to the destination selection buttons 12 or the "Exit" button 13 to select a car 5.1, ..., 5.7 or a track 2.1, 2.2, 2.3, 2.4 of a specific feature group. By way of example, additional button 14 is shown for a wheelchair-accessible car 5.3, 5.4 and additional button 15 for a track 2.1, 2.2 in a panoramic shaft. A corresponding button could be provided for the heavy-duty car 5.5.

[0057] Fig.Figure 4 shows a procedure 30 for operating the elevator system 1 when a car 5.1, ..., 5.7 is made available for a special trip, which is explained here using the first track 2.1 with the cars 5.1, 5.2 as an example. In a first step 31, the availability of a first car 5.1 in a landing position 3.1, ..., 3.11 is detected. In a second step 32, the expected next direction of travel of the available first car 5.1 is predicted or detected. In a third step 33, the second car 5.2 is moved to a backup position 6, provided it is detected or predicted that the special trip will take place in the direction of the second car 5.2. In a fourth step 34, the second car 5.2, moved to the backup position 6, is locked for the assignment of car calls. Reference symbol list 1 elevator system 2.1 first lane 2.2 second lane 2.3 third lane 2.4 fourth lane 3.1 to 3.11 Landing positions 5.1 to 5.7 Elevator Cars 6. Alternative position 7.1 to 7.11 Controls 8 Control device 9.1 first zone 9.2 second zone 12 speed dial buttons 13 “Exit” button 14 Additional key 15 Additional key 20 procedures for operating the elevator system 21 First step - Detecting a standstill of the first elevator car 22 Second step - Defining a remaining travel lane for the second car 23. Third step - Canceling a journey of the second car 24 Fourth step - Triggering and assigning a car call 25 fifth step - Outputting information about the triggered car call 26 sixth step - Deleting or reassigning unattended car calls 27 seventh step - Locking the second car for the assignment of car calls 30 Procedures for operating the elevator system 31 First step - Detecting the provision of a first elevator car 32 Second step - Predicting or detecting the next direction of travel 33 Third step - Moving the second car into an alternate position 34 Fourth step - Locking the second car for the assignment of car calls QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2016 / 135090 A1

[0006] CN 105 793 180 A

[0006]

Claims

[1] Method (20) for operating a lift installation (1) with at least one first track (2.1) and at least two cars (5.1, 5.2) movable on the first track (2.1) and with at least one further track (2.2, 2.3, 2.4) and at least one car (5.3, ..., 5.7) movable on the further track (2.2, 2.3, 2.4), wherein the first track (2.1) and the further track (2.2, 2.3, 2.4) serve at least partially the same landing positions (3.1, ..., 3.11), the method (20) comprising the steps: Detect (21) at least a temporary standstill and a standstill position of a first car (5.1) on the first track (2.1); Define (22) a remaining lane (10) that can still be traveled by a second car (5.2) on the first lane (2.1) based on the detected standstill position; Aborting (23) a journey of the second car (5.2) with the target landing position lying outside the remaining travel track (10) in a transition landing position; and Triggering (24) a car call to the transition landing position and assigning the car call to a car (5.3, ..., 5.7) on at least one further track (2.2, 2.3, 2.4). [2] Method (20) according to claim 1, wherein during the aborting of the journey in the second car (5.2) information about the triggered car call is issued (25), in particular as a voice announcement. [3] Method (20) according to claim 1 or 2, wherein unattended car calls assigned to the second car (5.2) with a start landing position and / or a destination landing position outside the residual travel track (10) are deleted or assigned to a car (5.3, ..., 5.7) on the at least one further travel track (2.2, 2.3, 2.4) (26). [4] Method (20) according to claim 3, wherein information about the deleted or newly assigned elevator call is issued at the starting landing position, in particular as a voice announcement. [5] Method (20) according to one of the preceding claims, wherein the second car (5.2) is further blocked for the assignment of car calls with a start landing position or a destination landing position outside the residual travel lane (10) (27). [6] Method (20) according to one of the preceding claims, wherein at least a temporary standstill is detected when the first car (5.1) is made available for a special trip. [7] Method (20) according to claim 6, wherein an expected next direction of travel of the provided first elevator car (5.1) is predicted or detected. [8] Method (20) according to claim 6 or 7, wherein, in particular in the case of a predicted or detected direction of travel of the first car (5.1) into the remaining travel lane (10), after the travel is aborted the second car (5.2) is moved directly into an alternative position (6) such that the remaining travel lane (10) is freely passable for the provided first car (5.1). [9] Method (20) according to claim 8, wherein the second car (5.2) moved into the escape position (6) is locked for the assignment of car calls. [10] Method (20) according to one of claims 1 to 6, wherein the second car (5.2) is further preferred for assigning car calls with a start landing position and a destination landing position within the remaining travel track (10). [11] Method (20) according to one of the preceding claims, wherein at least a temporary standstill is detected in the event of a breakdown of the first elevator car (5.1). [12] Method (20) according to one of the preceding claims, wherein at least a temporary standstill is detected when a limit standstill time or limit door opening time of the first car (5.1) is exceeded in a landing position (3.1, ..., 3.11). [13] Method (20) according to one of the preceding claims, wherein the remaining travel lane (10) is defined based on the detected standstill position taking into account a safety distance between the first car (5.1) and the second car (5.2). [14] Lift installation (1) comprising at least one first lane (2.1) with at least two carriages (5.1, 5.2) that can be moved on the first lane (2.1); at least one further lane (2.2, 2.3, 2.4) with at least one carriage (5.3, ..., 5.7) that can travel on the further lane (2.2, 2.3, 2.4); at least one control device (8) for receiving car calls and assigning the car calls to the car(s) (5.1, ..., 5.7); wherein the first lane (2.1) and the subsequent lane (2.2, 2.3, 2.4) at least partially serve the same landing positions (3.1, ..., 3.11); and wherein the control device (8) is configured to perform a method (20) according to one of the preceding claims. [15] Lifting system (1) according to claim 14, further comprising a first zone (9.1) formed from several landing positions (3.3, ..., 3.7) and a second zone (9.2) formed from several landing positions (3.8, ..., 3.11); where different authorization requirements are assigned to the zones (9.1, 9.2); and wherein the elevator system (1) further comprises a lower landing position (3.1) assigned to the first zone (9.1) in a building access level and an upper landing position (3.2) assigned to the second zone (9.2) in the building access level. [16] Lifting system (1) according to claim 14 or 15, wherein at least two car bodies (5.1, ..., 5.7) and / or at least two trackways (2.1, 2.2, 2.3, 2.4) form a feature group.

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