Method for operating an elevator system having two elevator cars on a track

Abstract

The following statements relate to a method (20) for operating an elevator system (1) having at least one first track (2.1) and at least two elevator cars (5.1, 5.2) which can be moved on the first track (2.1) and having at least one further track (2.2, 2.3, 2.4) and at least one elevator car (5.3,..., 5.7) which can be moved on the further track (2.2, 2.3, 2.4), the method (20) comprising the steps of: detecting (21) an at least temporary standstill and a standstill position of a first elevator car (5.1) on the first track (2.1); defining (22) a remaining track (10) which can still be traveled by a second elevator car (5.2) on the first track (2.1), on the basis of the detected standstill position; terminating (23), at a transfer landing position, a journey of the second elevator car (5.2) having a destination landing position lying outside the remaining track (10); and triggering (24) an elevator car call to the transfer landing position and assigning the elevator car call to an elevator car (5.3,..., 5.7) on the at least one further track (2.2, 2.3, 2.4).

Description

[0001] TD 41979 - 1 - October 2025

[0002] Method for operating a lift system with two cars on one track

[0003] Technical field

[0004] 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.

[0005] 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.

[0006] Technical background

[0007] 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.

[0008] 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. Such systems can be used to operate a single elevator shaft or a single TD 41979 - 2 - October 2025

[0009] The lane can be used more efficiently compared to a single-cabin system, thus reducing waiting times.

[0010] 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.

[0011] An elevator system with multiple cars on the same track and a method for operating it are known, for example, from WO 2016 / 135090 A. 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.

[0012] 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.

[0013] Description - Technical Solution

[0014] 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.

[0015] In particular, the problem is solved by a method for operating a lift 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 at least partially serve 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.

[0016] 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.

[0017] 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.

[0018] Where ordinal numbers, for example "first," "second," etc., are used, for instance 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."

[0019] According to the present understanding, an elevator installation is, for example, designed 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 cars on at least one of the tracks. However, it may also have further elevator shafts and / or further cars. TD 41979 - 4 - October 2025

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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 within it, 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 the primary part of a linear actuator extending along it. According to the present understanding, a track does not include the possibility that TD 41979 - 5 - October 2025

[0024] The elevator cars can be moved past each other. In particular, the present disclosure relates to a group elevator with several parallel vertical tracks in close proximity to each other, in which at least on one of the tracks two elevator cars are arranged one above the other. The two elevator cars can, in particular, be independently driven / movable or designed as double-decker elevator cars.

[0025] 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.

[0026] A car call is information, primarily generated by a passenger's input, indicating a passenger's 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 proceeding to the destination positions, again granting access to the car there. A car call can be initiated, for example, via controls at the elevator's landing positions or within the car itself, through sensor detection, or through personalized authorization, such as with a TD 41979 - 6 - October 2025.

[0027] The system can be controlled via a key or mobile device and preferably includes, in addition to the takeoff and landing position (which is usually already determined by the location of a control element), at least one information point about a so-called target feature. A target feature could be, for example, the desired direction of travel or the target landing position.

[0028] 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 moves 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.

[0029] 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. TD 41979 - 7 - October 2025.

[0030] 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.

[0031] 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.

[0032] 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. TD 41979 - 8 - October 2025

[0033] 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.

[0034] 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 example, a timestamp of each car call can be taken into account for this purpose.

[0035] 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. TD 41979 - 9 - October 2025

[0036] 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.

[0037] 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.

[0038] 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 forecast can also be derived simply from the landing position if, for example, a significant portion of the track extends below or above the landing position. Advantageously, according to TD 41979 - 10 - October 2025, the detected or predicted direction of travel can be used to determine whether the special journey will take place in the remaining track assigned to the second car or in the opposite direction towards the area of ​​the first track blocked off by the first car and therefore freely available to it.

[0039] 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.

[0040] 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.

[0041] Alternatively or additionally, it may be provided that the second car, once moved into the backup position, is blocked from receiving car calls. This also advantageously avoids waiting times caused by the first car being stationary. TD 41979 - 11 - October 2025

[0042] 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.

[0043] 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.

[0044] 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.

[0045] Alternatively or additionally, it may be provided that the remaining lane is determined based on the detected stationary position, taking into account a safety distance between the first TD 41979 - 12 - October 2025

[0046] The space between the first and second elevator cars is defined. In this way, the remaining travel lane can be defined as large as possible without risking a collision between the second elevator car and the stationary first elevator car.

[0047] 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.

[0048] 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.

[0049] Alternatively or additionally, it may be provided that at a further landing position a destination car call can be issued with a destination landing position at the building access level, wherein the control device for the journey to operate this destination car call selects the lower landing position or the upper landing position as TD 41979 - 13 - October 2025

[0050] The destination landing position is defined. For this purpose, an input associated with both landing positions is enabled, for example, on a control element at the other landing position or on a personal device for submitting the destination car request. This could be done, for instance, by selecting "Exit" or something similar, so that passengers can submit their destination car request without having to choose between the lower and upper landing positions on the building access level. The advantage of this approach is 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 also avoids the rejection of a selection due to a lack of zone authorization.The allocation algorithm can move both elevator cars to both landing positions on the building access level and freely select the landing position on the building access level according to a process optimization.

[0051] 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.

[0052] 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.

[0053] 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 dimensioned according to TD 41979-14-October 2025 are required for the transport of wheelchairs or heavy loads, and / or an elevator system may have cars / tracks where the surroundings are visible from the car, which may 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.

[0054] 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.

[0055] Brief description of the drawings

[0056] 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.

[0057] The drawings show

[0058] Fig. 1 shows a highly schematic representation of an elevator system according to an exemplary embodiment;

[0059] Fig. 2 shows a diagram of a process according to the present disclosure;

[0060] Fig. 3 shows a schematic view of a control element for an elevator system according to Fig. 1 in an exemplary embodiment; and

[0061] Fig. 4 shows a diagram of another method according to the present disclosure.

[0062] Detailed description of the drawings

[0063] 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 (TD 41979-15-October 2025) 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 analogously in an embodiment of a different claim category.

[0064] 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 designed as lower landing position 3.1 and upper landing position 3.2 on one building access level, while the other landing positions 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, 3.9, 3.10,

[0065] 3.11 are each assigned to a floor of the building. Along the lanes 2.1, 2.2, 2.3, 2.4, elevator cars 5.1, 5.2, 5.3, 5.4, 5.5, 5.6, 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, 5.7 being arranged one above the other in lanes 2.1, 2.2 and 2.4. 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.

[0066] The elevator system 1 also has operating elements 7.1, 7.2, 7.3, 7.4, 7.5, 7.6, 7.7, 7.8, 7.9,

[0067] 7.10. 7.11 at each of the landing positions 3.1, ..., 3.11. The controls 7.1, ...,

[0068] 7.11 are signal-connected to a control device 8, which continues to be signal-connected to the tracks 2.1, 2.2, 2.3, 2.4 or the car cars 5.1, ..., 5.7 and algorithmically assigns car calls received at the control elements 7.1, ..., 7.11 to the car cars 5.1, ..., 5.7.

[0069] In lanes 2.1, 2.2, 2.4, each with two elevator cars 5.1, 5.2, 5.3, 5.4, 5.6, 5.7, one car 5.1, 5.2, 5.3, 5.4, 5.6, 5.7 can be blocked by the other car 5.1, 5.2, 5.3, 5.4, 5.6, 5.7 when it is stationary. This is illustrated by the example of the first lane 2.1 with the first car 5.1 and the second car 5.2. The first car 5.1, which, for example, is damaged between the fourth landing position 3.4 and the fifth landing position 3.5 (TD 41979 - 16 - October 2025), is then stationary, while the second car 5.2 is still movable 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 travel lane 10 and results, for example, from the stationary position of the first car 5.1 and a safety distance between cars 5.1 and 5.2.

[0070] 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.

[0071] In an optional fifth step 25, during the cancellation of the journey in the second car 5.2, information about the triggered car call is announced, in particular 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 track 10 are deleted or assigned to a car 5.3, . . ., 5.7 on at least one further travel track 2.2, 2.3, 2.4. Information about the deleted or newly assigned car call can be announced at the start / landing position, in particular as TD 41979 - 17 - October 2025

[0072] Voice announcement. In an optional seventh step 27, the second car 5.2 remains blocked for assigning car calls with a start / landing position or a destination / landing position outside the remaining travel lane 10.

[0073] Figure 1 schematically illustrates, with dashed lines, that cars 5.3 and 5.4 are designed as wheelchair-accessible cars and differ in this feature from the other cars 5.1, 5.2, 5.5, 5.6, and 5.7. For example, car 5.5 is designed as a heavy-duty 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, with the cars 5.1, 5.2, 5.3, and 5.4 located there also having glass walls. The aforementioned features form feature groups within the 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.

[0074] Figure 1 further illustrates that landing positions 3.3 to 3.7 are assigned to a first zone 9.1, which also includes landing position 3.1, the one assigned to 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 one assigned to 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.

[0075] Figure 3 shows an example of 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 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. TD 41979 - 18 - October 2025

[0076] The control element 7.4 also has two additional buttons 14, 15, which are in addition to the

[0077] Destination selection keys 12 or the "Exit" key 13 can be selected to access a

[0078] To select car 5.1, ..., 5.7 or a lane 2.1, 2.2, 2.3, 2.4 of a specific feature group. For example, the additional button 14 for wheelchair accessibility

[0079] Car 5.3, 5.4 and the additional button 15 for a travel track 2.1, 2.2 in a panoramic shaft are shown. A corresponding button could be provided for the heavy-duty car 5.5.

[0080] Figure 4 shows a method 30 for operating the elevator system 1 when providing a car 5.1, . . . , 5.7 for a special trip, which is exemplified here by the first

[0081] Track 2.1 with elevator cars 5.1 and 5.2 is explained. In a first step 31, the system detects that the first elevator car 5.1 is ready in a landing position 3.1, ..., 3.11. In a second step 32, the expected next direction of travel of the ready first elevator car 5.1 is predicted or detected. In a third step 33, the second elevator 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 elevator car 5.2. In a fourth step 34, the second elevator car 5.2, moved to backup position 6, is locked for the assignment of elevator calls.

[0082] TD 41979 - 19 - October 2025

[0083] Reference symbol list

[0084] 1 elevator system

[0085] 2.1 first lane

[0086] 2.2 second lane

[0087] 2.3 third lane

[0088] 2.4 fourth lane

[0089] 3.1 to 3.11 Landing positions

[0090] 5.1 to 5.7 Elevator Cars

[0091] 6. Alternative position

[0092] 7.1 to 7.11 Controls

[0093] 8 Control device

[0094] 9.1 first zone

[0095] 9.2 second zone

[0096] 12 speed dial buttons

[0097] 13 “Exit” button

[0098] 14 Additional key

[0099] 15 Additional key

[0100] 20 procedures for operating the elevator system

[0101] 21 First step - Detecting a standstill of the first elevator car

[0102] 22 Second step - Defining a remaining travel lane for the second car

[0103] 23. Third step - Canceling a journey of the second car

[0104] 24 Fourth step - Triggering and assigning a car call

[0105] 25 fifth step - Outputting information about the triggered car call

[0106] 26 sixth step - Deleting or reassigning unattended car calls

[0107] 27 seventh step - Locking the second car for the assignment of car calls

[0108] 30 Procedures for operating the elevator system

[0109] 31 First step - Detecting the provision of a first elevator car

[0110] 32 Second step - Predicting or detecting the next direction of travel

[0111] 33 Third step - Moving the second car into an alternate position

[0112] 34 Fourth step - Locking the second car for the assignment of car calls

Claims

TD 41979 - 20 - October 2025 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 remaining 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 elevator car (5.2) is further used for assigning elevator car calls with a TD 41979 - 21 - October 2025 The starting landing position or a destination landing position outside the remaining lane (10) is blocked (27).

6. Method (20) according to one of the preceding claims, wherein at least a temporary standstill is detected when the first elevator 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 blocked 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 the assignment of 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) in a landing position (3.1, ..., 3.11) is exceeded.

13. Method (20) according to one of the preceding claims, wherein the remaining travel lane (10) is defined on the basis of the detected standstill position taking into account a safety distance between the first car (5.1) and the second car (5.2). TD 41979 - 22 - October 2025 14. Elevator system (1) comprising at least one first track (2.1) with at least two cars (5.1, 5.2) movable on the first track (2.1); at least one further track (2.2, 2.3, 2.4) with at least one car (5.3, . . ., 5.7) movable on the further track (2.2, 2.3, 2.4); at least one control device (8) for receiving car calls and assigning the car calls to the cars (5.1, . . . , 5.7); 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); and wherein the control device (8) is configured to perform a method (20) according to any one of the preceding claims.

15. Elevator 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); wherein 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 elevator cars (5.1, . . ., 5.7) and / or at least two lanes (2.1, 2.2, 2.3, 2.4) form a feature group.

Images