EP1935825A1 - Lift system for a building with at least two floors - Google Patents

Abstract

The elevator facility has two elevators, where the building is divided in building zones and each elevator is allotted with an elevator car (7a,7b,7c). Each elevator car is independently moved over drives (A1,A2,A3) in an assigned cabin zone (K1,K2,K3), each of which is allotted with a changing floor. The elevator is allotted with three perpendicularly arranged elevator cars one above the other in a duct. Three cabin zones are assigned of a building zone.

Description

The invention relates to an elevator installation in a building with at least one transfer floor. This invention is defined in the preamble of the independent claim.

Modern elevator concepts for buildings with 30 or more floors have transfer floors, which are served by a lift system. Such an elevator installation comprises a group of at least two elevators. A first elevator directly services the transfer floors from an entrance lobby, i.e. passengers are roughly distributed from the entrance lobby by a high performance lift to the various transfer floors. A second elevator performs a fine distribution of the passengers from the transfer floors to their destination floors.

An elevator usually has an elevator car that can be moved vertically in a shaft and accommodates passengers in order to transport them to a desired floor of a building. To perform this task, the elevator usually has at least the following elevator components: a drive with a motor and a traction sheave, pulleys, traction means, a counterweight, as well as a pair of guide rails for guiding an elevator car and a counterweight.

In this case, the engine generates the power required for the transport of the passengers present in the elevator car. As a rule, an electric motor performs this function. This drives directly or indirectly to a traction sheave, which in Frictional contact with a traction means is. The traction means may be a belt or a rope. It serves for the suspension and the promotion of the elevator car and the counterweight, which are both suspended so that their gravitational forces act in opposite directions along the traction means. Accordingly, the resulting gravity, which must be overcome by the drive significantly reduced. In addition, a larger drive torque can be transmitted from the traction sheave to the traction means by the larger Aufliegekraft the traction means on the traction sheave. The traction means is guided by deflection rollers.

In elevator construction, the optimum utilization of the shaft volume is becoming increasingly important. Especially in high-rise buildings with a high degree of utilization of the building, it is desirable to manage the passenger volume as efficiently as possible for a given shaft volume. This goal can be achieved, first, by an optimal space-saving arrangement of the elevator components, which creates space for larger elevator cars, and secondly by elevator concepts, which allows the vertical movement of several independent elevator cars in a shaft.

EP 1 526 103 shows an elevator system with at least two elevators in a building, which is divided into zones. A zone comprises a defined number of floors served by a lift. Each elevator is assigned a zone. To get from one zone to another zone, a transfer floor is provided. At least one of the elevators has two elevator cars that can be moved vertically one above the other on two car guide rails independently of each other. The arrangement of two feeder or transfer booths should help to avoid unnecessary waiting times in the transfer floors.

Out EP 1 489 033 is an elevator with at least two elevator cars located one above the other in the same shaft known. Each elevator car has its own drive and its own counterweight. The drives are arranged close to first and second shaft walls and also the counterweights are each suspended below the associated drive to drive or tethers close to first or second shaft walls. The axes of the traction sheaves of the drives are perpendicular to the first and second shaft walls. The two independently movable lift cabins ensure a high flow rate. The positioning of the drives in the shaft near the first or second walls eliminates the need for a separate machine room and allows a space-saving compact arrangement of the drive elements in the shaft head.

The object of the present invention is to further increase the delivery rate of an elevator installation for a given shaft cross-section in a building with zoning and at least one transfer floor.

The above-mentioned object is achieved by the invention according to the definition of the independent patent claim.

The elevator installation according to the invention is located in a building with at least two elevators, the building being divided into building zones and each elevator having at least one elevator cage. Each elevator car can be moved independently via its own drive in an assigned car zone. In addition, each cabin zone has at least one transfer deck. A first lift has at least three vertically stacked elevator cars in a shaft. At least three of these cabin zones are allocated to a building zone.

Thanks to the at least three elevator cars of an elevator which can be moved independently of one another, the elevator installation has a significantly higher delivery rate. Thus, waiting times in transfer floors are further reduced and the emergence of queues largely avoided.

Advantageously, this at least one elevator car of a second elevator is a multicab with at least two vertically stacked cabins. These two cabins are assigned to the same car zone because they are physically connected and thus can only be moved together.

The advantage of the elevator installation with double cabin is the doubling of the available cabin volume of an elevator car. Thus, one trip can carry up to twice as many passengers.

Advantageously, the multi-cab serves at least two superimposed transfer floors.

The advantage of the elevator system is that, when the transfer floors are doubled, the waiting times on the respective transfer floors can be further reduced. The transfer floors have a transfer or a waiting room for the transfer. With a double number of such Umsteigeräume the changeover is largely conflict-free and if there should be waiting times despite the increased capacity, the passengers have twice the volume waiting room available. A stay in the transfer floors, or transfer or waiting rooms is therefore in any case more pleasant.

Advantageously, the at least three elevator cars of the first elevator have a central and two adjacent elevator cars. The middle elevator car can be moved independently in a central car zone and the two adjacent elevator cars can be moved independently in two adjacent car zones. Further advantageously, the central car zone overlaps adjacent car zones.

The advantage of the elevator installation with such overlapping cabin zones is that passengers on any floor lying in the overlapping area of the cabin zones can change from a central cabin zone into an adjacent cabin zone. This allows a more flexible guidance of the passengers. In addition, floors are served in the overlapping area of the cabin zones of two elevator cars and thus the delivery capacity of the elevator system is increased.

Advantageously, the at least three drives associated with the elevator cars can be driven over by the elevator cars.

The elevator system has the advantage that the drives can be arranged space-saving and flexible in the shaft without being in conflict with the elevator cars.

Advantageously, the at least three drives associated with the elevator cars are positioned on a first shaft wall or second shaft wall opposite.

The advantage of the elevator system lies in the position of the drives between elevator cars and first and second shaft walls. This allows space in the shaft head or Schachtgrube be saved, where usually the drives are arranged.

Advantageously, the drive of the middle elevator car is positioned on the first shaft wall and the two drives of the adjacent elevator cars are positioned on the opposite second shaft wall.

The advantage of the elevator system is the flexible and easy positioning of any number of drives and the associated elevator cars in the same shaft. In a conventional arrangement of the drives in the shaft head, however, the number of installable drives is limited by the space available in the shaft head. Likewise, a conflict-free management of the tension elements in such a conventional arrangement of the drives in the shaft head narrow limits.

Fig.1

Schematische Seitenansicht einer Anordnung eines Aufzugs einer Aufzugsanlage mit drei Aufzugskabinen, drei Antrieben, drei Treibscheiben, drei Zugmitteln und mehreren Umlenkrollen;

Fig.2

Schematische Draufsicht einer Anordnung des Aufzugs einer Aufzugsanlage gemäss Fig. 1;

Fig.3

Schematische Draufsicht einer optionalen Anordnung eines Aufzugs einer Aufzugsanlage gemäss Fig. 1;

Fig.4

Seitenansicht einer Anordnung der Antriebe auf Querträgern;

Fig.5

Schematische Seitenansicht einer Aufzugsanlage in einem Gebäude mit zwei Gebäudezonen; und

Fig.6

Schematische Seitenansicht einer Aufzugsanlage in einem Gebäude mit vier Gebäudezonen.

In the following, the invention will be clarified by exemplary embodiments and drawings and further described in detail. Show it:

Fig.1

Schematic side view of an arrangement of an elevator of an elevator system with three elevator cars, three drives, three traction sheaves, three traction means and a plurality of pulleys;

Fig.2

Schematic plan view of an arrangement of the elevator of an elevator system according to Fig. 1 ;

Figure 3

Schematic plan view of an optional arrangement of an elevator of an elevator system according to Fig. 1 ;

Figure 4

Side view of an arrangement of the drives on cross members;

Figure 5

Schematic side view of an elevator installation in a building with two building zones; and

Figure 6

Schematic side view of an elevator installation in a building with four building zones.

The shaft is defined by six boundary planes space in which one or more elevator cars are moved along a roadway. Usually, four shaft walls, a ceiling and a floor form these six boundary planes. However, it is also conceivable that an upper or lower road boundary represents a boundary plane. This definition of the shaft can be extended to the effect that a plurality of lanes are also arranged horizontally next to one another in a shaft, along which one or more elevator cars can each be moved.

The FIG. 1 shows an elevator with at least three elevator cars 7a, 7b, 7c each have their own drive A1, A2, A3 and are movable independently of each other in the vertical direction. In this case, a middle elevator car 7a is arranged between two adjacent elevator cars 7b, 7c, which are located below respectively above the middle elevator car 7a.

The associated drives A1, A2, A3 are positioned laterally on first and second shaft walls. The first and second shaft walls are those shaft walls opposite each other which have no shaft doors. The drive A1 of the middle elevator car 7a is on the first shaft wall and the two drives A2, A3 of the adjacent elevator cars 7b, 7c are positioned on the opposite second shaft wall. Here are the drives A1, A2, A3 alternately on opposite shaft walls. Not shown additional drives other elevator cars are arranged according to the alternating sequence of the drives according to alternately on the first and second shaft walls.

The drives A1, A2, A3 are in Fig. 1 positioned at three different shaft heights, the drives A2, A3 of adjacent elevator cars 7b, 7c are positioned above or below the drive A1 of the central elevator car 7a. As a rule, the distance in the vertical direction between a central drive A1 and an adjacent drive A2, A3 is at least one cabin height.

But it is also possible to position two drives at the same shaft height. For example, the drive A1 of the middle elevator car 7a on a first shaft wall and the drive A3 of the adjacent upper elevator car 7c on the opposite second shaft wall can be arranged at the same shaft height. The advantage of this arrangement lies in the simple maintenance of the two drives A1, A3. They can be maintained from a common platform.

A drive A1, A2, A3 each have a motor M1, M2, M3 and a traction sheave 1a, 1b, 1c. The motor M1, M2, M3 is in operative contact with the traction sheave 1a, 1b, 1c and drives the traction means Z1, Z2, Z3 by means of this traction sheave 1a, 1b, 1c. The traction sheave 1a, 1b, 1c is designed so that it is suitable to receive one or more traction means Z1, Z2, Z3. The traction means Z1, Z2, Z3 are preferably belts, such as V-ribbed belts with unilateral ribs, which engage in one or more drive-disk-side recesses. Belt variants such as smooth belts and single-sided or double-sided toothed belt with corresponding Traction sheaves 1a, 1b, 1c are also usable. In addition, various types of ropes such as single ropes, double ropes or multiple ropes can be used. The traction means Z1, Z2, Z3 have strands of steel wire or aramid or Vectran.

The at least three elevator cars 7a, 7b, 7c and three counterweights 12a, 12b, 12c are suspended on the traction means Z1, Z2, Z3 as a bottle. In this case, the elevator cars 7a, 7b, 7c have at least a first and a second deflection roller 2a, 2b, 2c, 3a, 3b, 3c which are fastened in the lower region of the elevator cars 7a, 7b, 7c. These deflection rollers 2a, 2b, 2c, 3a, 3b, 3c have on the outer circumference one or more grooves, which are adapted to receive one or more traction means Z1, Z2, Z3. The pulleys 2a, 2b, 2c, 3a, 3b, 3c are thus suitable for the guidance of traction means Z1, Z2, Z3 and are brought into contact with the latter. An elevator car 7a, 7b, 7c is thus preferably suspended as a bottom block.

In an optional embodiment, the deflection rollers 2a, 2b, 2c, 3a, 3b, 3c are located in the upper region of the elevator car 7a, 7b, 7c. According to the above description, the elevator car 7a, 7b, 7c is then suspended as a top bottle.

In the upper region of the counterweights 12a, 12b, 12c is a third deflection roller 4a, 4b, 4c, which is also suitable analogous to the deflection rollers 2a, 2b, 2c, 3a, 3b, 3c one or more traction means Z1, Z2, Z3 record , Accordingly, the counterweight 12a, 12b, 12c is preferably suspended on the third deflection roller 4a, 4b, 4c as a top bottle below the associated drive A1, A2, A3.

The traction means Z1, Z2, Z3 is moved from a first fixed point 5a, 5b, 5c to a second fixed point 6a, 6b, 6c via first, second and third deflection rollers 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c and the traction sheave 1a, 1b, 1c led from a first shaft wall to the second shaft wall. The first fixed point 5a, 5b, 5c is located opposite the associated drive A1, A2, A3 at approximately the same shaft height in the vicinity of a first or second shaft wall. The second fixed point 6a, 6b, 6c is located in the vicinity of the assigned drive A1, A2, A3 on an opposite second or first shaft wall.

From the first fixed point 5a, 5b, 5c the traction means Z1, Z2, Z3 runs along a first or second shaft wall down to the second deflection roller 3a, 3b, 3c wraps around from outside to inside at an angle of approximately 90 ° and leads to the first deflection roller 2a, 2b, 2c. The traction means Z1, Z2, Z3 wraps around this first deflection roller 2a, 2b, 2c from inside to outside again by approximately 90 ° and is then guided along the elevator cage 7a, 7b, 7c up to the traction sheave 1a, 1b, 1c and wraps around it from inside to outside about 150 °. Depending on the setting of the optional adjusting disc 13a, 13b, 13c, the wrap angle can be set in a range of 90 to 180 °. Thereafter, the traction means Z1, Z2, Z3 along a second or first shaft wall down to the third guide roller 4a, 4b, 4c, wraps around this from outside to inside by about 180 ° and is again along a second or first shaft wall up to the second Fixed point 6a, 6b, 6c out.

As mentioned above, an adjusting disc 13a, 13b, 13c is an optional component of the drive A1, A2, A3. With this adjusting disc 13a, 13b, 13c, the wrap angle can be set the traction means Z1, Z2, Z3 on the traction sheave 1a, 1b, 1c, or enlarge or reduce the desired traction forces of the traction sheave 1a, 1b, 1c on the traction means A1, A2, A3 to transfer. Depending on the distance of the adjusting disc 13a, 13b, 13c to the traction sheave 1a, 1b, 1c can also be the distance of the traction means Z1, Z2, Z3 to the drive A1, A2, A3, the counterweight 12a, 12b, 12c or the elevator car 7a, 7b , 7c. This ensures a conflict-free guidance of the traction means Z1, Z2, Z3 in the shaft between the traction sheave 1a, 1b, 1c and the first deflection roller 2a, 2b, 2c.

An elevator car 7a, 7b, 7c, and the respective associated drives A1, A2, A3, traction sheaves 1a, 1b, 1c, pulleys 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c, optional adjusting discs 13a, 13b , 13c, counterweights 12a, 12b, 12c, traction means Z1, Z2, Z3 and fixed points 5a, 5b, 5c, 6a, 6b, 6c form an elevator unit. Consequently shows Fig. 1 an elevator which has three elevator units, which in turn form a triple group 14.

Starting from the central elevator unit with the elevator car 7a, the adjacent lower elevator unit with the elevator car 7b and an adjacent upper elevator unit with elevator car 7c are each arranged mirror-inverted to the middle. The drives A1, A2, A3 of the elevator units are thus located on opposite first or second shaft walls and also the associated traction sheaves 1a, 1b, 1c, deflection rollers 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c, adjusting discs 13a , 13b, 13c, counterweights 12a, 12b, 12c, traction means Z1, Z2, Z3 and fixed points 5a, 5b, 5c, 6a, 6b, 6c of adjacent elevator cars 7a, 7b, 7c are arranged in mirror image. This rule of mirror image arrangement middle and adjacent elevator units applies to any number of elevator units installed in a shaft.

Another characteristic of the arrangement of the elevator units is that the associated drives A1, A2, A3 and first fixed points 5a, 5b, 5c are positioned at approximately the same height on opposite first and second shaft walls. The shaft height predetermined by the fixed points 5a, 5b, 5c and drives A1, A2, A3 is at the same time also the highest point which can reach an associated elevator car 7a, 7b, 7b, since in the embodiment shown the traction means comprise a suspension point of an elevator car 7a, 7b, 7c can not lift above the height of the traction sheave 1a, 1b, 1c. The positioning of the drives A1, A2, A3 and first fixed points 5a, 5b, 5c of the middle and adjacent elevator cars 7a, 7b, 7c is generally carried out at different shaft heights. The elevator cars 7a, 7b, 7c can thus only reach different maximum shaft heights. Accordingly, the middle and the neighboring elevator cars 7a, 7b, 7c are assigned different car zones in which the elevator cars 7a, 7b, 7c are movable.

In Fig. 1 the cabin zones K1, K2, K3 assigned to the elevator cars 7a, 7b, 7c can be seen. It can be seen that the shaft height of a drive A1, A2, A3 in the configuration described above specifies the maximum shaft height of such a car zone K1, K2, K3. On the other hand, the minimum shaft height of a car zone K1, K2, K3 is defined by the drive A1, A2, A3 of the next-to-last elevator unit below. In the example shown, the counterweight 12c of the adjacent upper elevator car is located 7c and the drive A2 of the next but one underlying adjacent lower elevator car 7b by the mirror-image construction of middle and adjacent elevator units on the same first or second shaft wall. The lowest height achievable by the counterweight 12c is thus limited by the drive A2 lying underneath on the same shaft wall. The travel range of the counterweight 12c between the drive A2 and the drive A3 thus defines, with a simultaneous 2: 1 suspension of the associated elevator car 7c and the counterweight 12c, the car zone K3 of the elevator car 7c.

Applying this doctrine to the triad 14 results in partially overlapping car zones K1, K2, K3, with only middle and adjacent car zones K1, K2, K3 overlapping. In a high-rise building with a plurality of threes groups 14 arranged one above the other, all floors that are located in a central cabin zone K1 are thus served by two elevator cars.

According to Fig. 2 the elevator cars 7a, 7b, 7c are guided by two car guide rails 10.1, 10.2. The two car guide rails 10.1, 10.2 form a connection plane V, which extends approximately ever through the center of gravity S of the two elevator cars 7a, 7b, 7c. In the embodiment shown, the elevator cars 7a, 7b, 7c are suspended eccentrically. Only the arrangement of two elevator units arranged directly above one another is shown here. However, it is clear to the person skilled in the art that the arrangement for further pairs of elevator units arranged directly above one another takes place analogously.

The traction means Z1, Z2, Z3 and the associated guide means, such as deflection rollers 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c and traction sheaves 1a, 1b, 1c lie in this suspension arrangement on one side of the connecting plane V, wherein the deflection rollers 4a, 4b, 4c for clarity in Fig. 2 are not shown. That is, all the aforementioned components associated with an elevator car 7a, 7b, 7c are either between third shaft walls and the connection plane V or between fourth shaft walls and the connection plane V. Third or fourth shaft walls designate shaft walls which have at least one shaft door 9 and opposite shaft walls. Advantageously, the distance y of the traction means Z1, Z2, Z3 and the connection plane V is approximately equal. The traction means Z1, Z2, Z3 of an elevator car 7a, 7b, 7c lie alternately on one or on the other side of the connecting plane V. Thus, the moments which are generated by the eccentric suspension of the elevator cars 7a, 7b, 7c are opposite. With equally heavy payload of the elevator cars 7a, 7b, 7c and with an even number of elevator cars 7a, 7b, 7c, the moments acting on the guide rails 10.1, 10.2 essentially cancel each other out.

The counterweights 12a, 12b, 12c are guided by two counterweight guide rails 11a.1, 11a.2, 11b.1, 11b.2. The counterweights 12a, 12b, 12c are positioned on opposite shaft walls between the car guide rails 10.1, 10.2 and first or second shaft walls. Advantageously, the counterweights 12a, 12b, 12c are suspended in their center of gravity on the traction means Z1, Z2, Z3. Since the elevator cars 7a, 7b, 7c are suspended eccentrically, the counterweights 12a, 12b, 12c are laterally offset in the vicinity of third and fourth shaft walls.

The axes of rotation of the traction sheaves 1a, 1b, 1c and the pulleys 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c are parallel to first or second shaft walls. In the embodiment shown, the aforementioned components are of the shape that they can take four parallel traction means Z1, Z2, Z3, this lead or drive in the case of the traction sheave 1a, 1b, 1c also. In order to be able to take up the traction means Z1, Z2, Z3, the deflection rollers 2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c and traction sheaves 1a, 1b, 1c have four specially designed contact surfaces, which in the case of cables, for example as grooves or in the case of belts eg are designed as cambered surfaces or teeth or are provided with a flat trained contact surface with guide shoulders. These four contact surfaces can be applied either on a common cylindrical base body or on four individual rollers with a common axis of rotation.

With knowledge of this embodiment, the person skilled in the art, depending on the task numerous variations available. So this can arrange one to four or more individual roles with or without distance to each other on a rotation axis. Depending on the design, each roller can accommodate one to four or, if required, more pulling means Z1, Z2, Z3.

In normal operation of the elevator, the elevator cars 7a, 7b, 7c are placed flush with the floor at a floor stop and the car doors 8 are opened together with the landing doors 9 to allow transfer of passengers from the floor to the elevator car 7a, 7b, 7c and vice versa.

Fig. 3 shows an alternative suspension arrangement with centrally suspended elevator cars 7a, 7b, 7c. It will be here only the arrangement of two directly superposed elevator units shown. However, it is clear to the person skilled in the art that the arrangement for further pairs of elevator units arranged directly above one another takes place analogously.

The traction means Z1, Z2, Z3 are guided on both sides of the connecting plane V by the deflection rollers and traction sheaves 1a, 1b, 1c. Advantageously, the suspension is arranged symmetrically with respect to the connection plane V. Since in this case the suspension center of gravity substantially coincides with the center of gravity S of the elevator car 7a, 7b, 7c, no additional moments act on the car guide rails 10.1, 10.2.

In this centric suspension of the elevator cars 7a, 7b, 7c, the associated deflection rollers 2a.1, 2a.2, 2b.1, 2b.2, 3a.1, 3a.2, 3b.1, 3b.2 and traction sheaves 1a exist. 1, 1a.2, 1b.1, 1b.2 at least two rollers, which are arranged on the left and right of the connecting plane V. The deflection rollers 4a, 4b, 4c of the counterweights 12a, 12b, 12c also consist of two rollers, which are arranged on the left and right of the connecting plane V, but are not in the interests of clarity Figure 3 shown. In the present example, the deflection rollers 2a.1, 2a.2, 3a.1, 3a.2 and the traction sheave 1a.1, 1a.2 assigned to the middle elevator cage 7a lie at a first distance x from the connection plane V and those of the adjacent lower elevator cage 7b associated deflection rollers 2b.1, 2b.2, 3b.1, 3b.2 and the traction sheave 1b at a second distance X to the connection plane V, wherein the first distance x is smaller than the second distance X. As a result, in centric suspension of Elevator cabs 7a, 7b, 7c ensures a conflict-free guidance of the traction means Z1, Z2, Z3.

Again, the counterweights 12a, 12b, 12c are advantageously suspended in their center of gravity S to the traction means Z1, Z2, Z3 between the car guide rails 10.1, 10.2 and first or second shaft walls. Since the elevator cars 7a, 7b, 7c are now centrally suspended, the counterweights 12a, 12b, 12c are also located in a middle region of the first and second shaft walls. Thanks to this central position of the counterweights 12a, 12b, 12c, the clearance between the lateral ends of the counterweights 12a, 12b, 12c and third and fourth shaft walls increases. This gives room for maneuver for the counterweights 12a, 12b, 12c. Thus, e.g. a narrower and wider counterweight 12a, 12b, 12c can be used to make better use of the space. For a given shaft cross-section, the elevator car 7a, 7b, 7c gains width or, given a cabin size, the shaft cross-section can be reduced.

The centric and eccentric suspension variants used in the FIGS. 2 and 3 , are shown with any of the following examples Fig. 5 and 6 combined.

As in Figure 4 the drive A1 has a motor M1, preferably an electric motor, a traction sheave 1a and optionally an adjusting disc 13a with which the wrap angle of the traction means Z1 to the traction sheave 1a and the horizontal distance of the traction means Z1 to the drive A1 to the elevator car 7a or the counterweight 12a can be adjusted.

The motor M1 is vertically above the traction sheave 1a. Thanks to this arrangement, the drive can be positioned in the light projection of the counterweights 12a between the elevator cars 7a and first and second shaft walls. As a result, the drives A1 can be driven over by the elevator cars 7a and can thus be mounted in a space not otherwise required by the shaft. In comparison with conventional machine-room-less elevators, you gain the space in the shaft head and / or in the shaft pit.

According to Fig. 4 the drive A1 is fixed on a cross member 19, which is attached to a car guide rail 10.1 and / or the counterweight guide rails 11a.1, 11a.2. In Figure 4 can be further recognized: the third guide roller 4a, on which the counterweight 12a is suspended and in the background, the elevator car 7a. The example shown here is in comparison with the arrangement Fig. 2 with respect to the connection plane V mirrored.

Optionally, the drives A1 can also be fixed directly on the shaft walls and it saves the cross member 19th

Fig. 5 shows an elevator system for a zoned building. A building zone G1, G2 is composed of several vertically superposed floors of the building. At least one of these floors of a building zone G1, G2 is a so-called transfer floor U1, U2. From one building zone G1 to another building zone G2, one usually arrives by means of a feeder elevator, which only holds in the transfer floors. Here this feeder elevator is designed as a high-performance lift. The number of remaining floors allocated to a building zone G1, G2 is defined by those floors serviced by a walker lift 14.1, 14.2. This Wegbringer elevator 14.1, 14.2 takes the fine distribution of passengers from the transfer floors U1, U2 before their destination floors.

The building is divided into two building zones G1, G2. Each of these building zones G1, G2 is assigned a group of three 14.1, 14.2, which operates exclusively floors of the allocated building zone G1, G2. The elevator system has three elevators, which are arranged in two shafts 15.1, 15.2. In the first shaft 15.1 are two superimposed groups of three 14.1, 14.2 with six elevator units, six elevator cars and the associated car zones K1.1, K1.2, K1.3, K2.1, K2.2, K2.3. A change from the first building zone G1 into the second building zone G2 is thus necessarily via the elevator of the second shaft 15.2 and only from the transfer floors U1.1, U1.2 of the building zone G1 to the transfer floors U2.1, U2.2 of the building zone G2 , The two groups of three 14.1, 14.2 are responsible for the transport of passengers from the transfer floors U2.1, U2.2 to a floor of the corresponding building zone G1, G2 and between any two floors within a building zone G1, G2. This allows more efficient channeled transport of passengers within the building.

The first shaft 15.1 can optionally be subdivided into two separate individual shafts, each with one elevator. The shaft height of these individual shafts depends largely on the height of the corresponding building zone G1, G2. The advantage of such separate shafts is the absence of the chimney effect and therefore the absence of unwanted strong shaft winds, as they can occur in tall shafts.

In the second elevator shaft 15.2, a high-performance lift is operated, which operates only transfer floors U1.2, U1.1, U2.1, U2.2. This high performance lift is in Example shown a Doppeldeckerlift with two firmly connected cabins, which are arranged vertically one above the other and can be moved together in the shaft 15.2. These biplane cabins serve two directly superimposed transfer floors U1.2, U1.1, U2.1, U2.2.

Each car zone K1.1, K1.2, K1.3, K2.1, K2.2, K2.3. and each building zone G1, G2 has at least one transfer floor U1.2, U1.1, U2.1, U2.2. In the upper building zone G2, the following arrangement results, for example: the transfer floors U2.1, U2.2 of the double-decker lift lie in a central area of the building zone G2, the lower transfer floor U2.2 is from the lower cabin of the double-decker cabin and the middle and lower adjacent elevator car of the triad 14.1 operated and the upper transfer floor U2.1 is operated accordingly from the upper cabin of the double-decker cabin and the middle and the upper adjacent elevator car of the group of three 14.2. Thus, the passengers whose destination floor is located in the central car zone K1.2, always two elevator cars of the group of three 14.2 for the onward journey are available.

While the adjacent car zones K2.2, K3.2 preferably each comprise half of the floors of a building zone, the central car zone K1.2 preferably has two floors less than the number of floors allocated to the building zone G2. Because the middle elevator car can serve all middle floors of the building zone G2 except the two border floors. Because of the vertical stacking of the elevator cars of a group of three 14.2, the middle elevator car can not pass the upper or lower adjacent cars, which occupy at least one perimeter storey of the building zone G2.

With a minimum size of the central car zone K1.2 this includes the two transfer floors U2.1, U2.2. In this case, the middle elevator car of the triple group 14.2 for the building zone G2 assumes the function of an escalator 16 by transporting passengers from the upper transfer floor U2.1 to the lower transfer floor U2.2 and vice versa. The two transfer floors U2.1, U2.2 are then the only floors of the building zone G2, which are each served by two elevator cars of the group of three 14.2.

By contrast, in the maximum extent of the central cabin zone K1.2, the two peripheral floors of the building zone G2 remain the only floors served only by the adjacent lower or upper elevator car of the triple group 14.2. All other floors are served by two elevator cars at maximum extension of the central cabin zone K1.2.

The arrangement of the car zones K1.1, K2.1, K3.1, the associated elevator units and the transfer floors U1.1, U1.2 in the building zone G1 essentially corresponds to the arrangement of said elements of the building zone G2. An important additional aspect concerns the transfer floors U1.1, U1.2 of the lower building zone G1.

The two transfer floors U1.1, U1.2 of the lower building zone G1 are connected by an escalator 16. The escalators are often used on building lobbies. The building lobbies are floors in which the passengers enter and leave the building and are therefore frequented by numerous passengers. If, for example, the lower transfer floor U1.2 is now a building lobby, then the incoming passengers arrive as needed thanks to the high capacity of the escalator 16 quickly to the upper transfer floors U1.1 or get when leaving the building quickly from this back to the building lobby. Depending on the type and location of the building, the building lobby may in principle be located on any floor of the building. The building lobby is usually operated at least by the high-performance lift of the second shaft 15.2.

Fig. 6 shows a building with two additional building zones G3, G4 and associated triplets 14.3, 14.4 with the cabin zones K1.3, K2.3, K3.3, K1.4, K2.4, K3.4 and the associated transfer floors U3.1, U3.2, U4.1, U4.2. It can be any number of triads 14 arranged vertically above each other.

The invention is not limited only to the embodiments shown. With knowledge of the invention it is obvious for the expert to optimize different parameters for concrete building forms. Instead of a double-decker cabin, it is also possible for a plurality of individual single cabins or multi-cabins, which have more than two interconnected cabins, to be moved in a second shaft 15.2. The number of floors allocated to a building zone G is also freely selectable. The building zones G need not have an equal number of floors, but may vary from building zone to building zone. It also does not always have to be assigned only triads 14 a building zone G. Thus, groups of four, five or six, etc. can be assigned to the building zones G. The cabin zones, for example, need not be symmetrical within a group of three. Depending on the position of the drives and the transfer floors U, these car zones K are free to the specific building conditions customizable. Finally, the transfer floors U are also freely arrangeable with respect to number and position in a building zone G as a function of car zones K or number of cabins of a multicabine.

The following simple calculation shows that thanks to the invention a significant increase in the delivery rate can be achieved. According to the state of the art, for a building zone G2 having, for example, ten storeys, two elevator cars each serve nine floors, ie each elevator car has a conveyor coefficient of 1/9 weighted by the number of floors to be served, which measures the output of the elevator car on a certain floor. This results in a conveying coefficient of 1/9 for each of the two marginal storeys, which are each served by only one elevator car, and a conveying coefficient of 2/9 for a central area of eight storeys, where the two car zones overlap.

According to the invention, the adjacent car zones K2.2 and K3.2 each serve five upper and five lower floors and the central car zone K1.2 eight floors. The result for the area of overlapping cabin zones is a coefficient of promotion of 1/5 plus 1/8 or 13/40 and for the peripheral floors a coefficient of promotion of 1/5.

This simple calculation example shows that there is a significantly increased delivery rate for all floors of building zone G2. The increase in output for the two peripheral floors is even disproportionately large. In addition, it is easy to see that this increase in capacity is also valid for a non-10 number of floors in a building zone.

Claims (39)

Elevator installation in a building with at least two elevators, the building being divided into building zones (G1, G2, G3, G4) and each elevator having at least one elevator car (7a, 7b, 7c), each elevator car (7a, 7b, 7c) can be moved independently via its own drive (A1, A2, A3) in an assigned car zone (K1, K2, K3, K1.1, K2.1, K3.1, K1.2, K2.2, K3.2), and each cabin zone (K1, K2, K3, K1.1, K2.1, K3.1, K1.2, K2.2, K3.2) via at least one interchange floor (U1.1, U1.2, U2.1, U2.2), characterized in that a first elevator has at least three elevator cars (7a, 7b, 7c) arranged vertically one above the other in a shaft (15.1) and that at least three cabin zones (K1, K2, K3; K1.1, K2.1, K3.1, K1.2, K2.2, K3.2) of a building zone (G1, G2, G3, G4) are assigned. Elevator installation according to claim 1, characterized in that this at least one elevator car of a second elevator is a multi-cabin with at least two vertically stacked cabins, which are assigned to the two cabins the same car zone. Elevator installation according to claim 2, characterized in that the multi-cabin serves at least two superposed transfer floors (U1.1, U1.2, U2.1, U2.2). Elevator installation according to one of claims 1 to 3, characterized in that the at least three elevator cars (7a, 7b, 7c) of the first elevator have a middle and two adjacent elevator cars, the middle elevator car (7a) being arranged in a central car zone (K1). is independently movable and the two adjacent elevator cabins (7b, 7c) are independently movable in two adjacent car zones (K2, K3). Elevator installation according to claim 4, characterized in that the central cabin zone (K1) overlaps adjacent cabin zones (K2, K3). Elevator installation according to claim 4, characterized in that the at least three drives (A1, A2, A3) assigned to the elevator cars (7a, 7b, 7c) can be driven over by the elevator cars (7a, 7b, 7c). Lift installation according to claim 4 or 6, characterized in that the at least three the elevator cars (7a, 7b, 7c) associated drives (A1, A2, A3) are positioned on a first shaft wall or second opposite shaft wall. Lift installation according to claim 7, characterized in that the drive (A1) of the middle elevator car (7a) is positioned on the first shaft wall and the two drives (A2, A3) of the adjacent elevator cars (7a, 7c) are positioned on the opposite second shaft wall , Elevator installation according to claim 7 or 8, characterized in that the at least three drives (A1, A2, A3) are positioned alternately on opposite first or second shaft walls. Lift installation according to one of claims 4, 6 to 8, characterized in that the at least three drives (A1, A2, A3) are positioned at different shaft heights. Elevator installation according to claim 10, characterized in that the drives (A2, A3) of the adjacent elevator cars (7b, 7c) are positioned above or below the drive (A1) of the middle elevator car (7a). Elevator installation according to claim 10 or 11, characterized in that the distance in the vertical direction between the two drives (A1) of a middle and adjacent elevator cars (A2, A3) is at least one cabin height. Elevator installation according to one of claims 4, 6 to 8, characterized in that two drives (A1, A3) are positioned at the same shaft height. Elevator installation according to one of the preceding claims, characterized in that the drive (A1, A2, A3) has at least one motor (M1, M2, M3) and a traction sheave (1a, 1b, 1c). Elevator installation according to claim 14, characterized in that the motor (M1, M2, M3) is arranged vertically above the associated traction sheave (1a, 1b, 1c). Elevator installation according to claim 14 or 15, characterized in that the axes of the traction sheaves (1a, 1b, 1c) are parallel to the first and second shaft walls. Elevator installation according to one of the preceding claims, characterized in that each elevator car (7a, 7b, 7c) is associated with a counterweight (12a, 12b, 12c). Elevator installation according to claim 17, characterized in that each counterweight (12a, 12b, 12c) is guided by two counterweight guide rails (11a.1, 11a.2, 11b.1, 11b.2). Elevator installation according to claim 17 or 18, characterized in that each elevator car (7a, 7b, 7c) can be moved along two car guide rails (10.1, 10.2). Elevator installation according to claim 18 or 19, characterized in that the counterweights (12a, 12b, 12c) between the car guide rails (10.1, 10.2) and first or second shaft walls are positionable. Elevator installation according to one of claims 17 to 20, characterized in that each elevator car (7a, 7b, 7c) at least one traction means (Z1, Z2, Z3) is assigned Elevator installation according to claim 21, characterized in that the elevator car (7a, 7b, 7c) and the associated counterweight (12a, 12b, 12c) are suspended on a common traction means (Z1, Z2, Z3). Elevator installation according to claim 21 or 22, characterized in that the traction means (Z1, Z2, Z3) is in operative contact with the traction sheave (1a, 1b, 1c). Elevator installation according to one of claims 21 to 23, characterized in that the elevator cars (7a, 7b, 7c) are suspended as a bottle on the traction means (Z1, Z2, Z3). Elevator installation according to claim 24, characterized in that the elevator cars (7a, 7b, 7c) each have at least one first and second deflection rollers (2a, 2b, 2c, 3a, 3b, 3c) which are located in the lower area of the elevator cars (7a, 7b, 7c) are mounted. Elevator installation according to claim 25, characterized in that the traction means (Z1, Z2, Z3) by the traction sheaves (1a, 1b, 1c) and the first and second deflection rollers (2a, 2b, 2c, 3a, 3b, 3c) to first fixed points (5a, 5b, 5c) are guided. Elevator installation according to one of claims 21 to 26, characterized in that the counterweights (12a, 12b, 12c) below the associated drives (A1, A2, A3) as a bottle on the traction means (Z1, Z2, Z3) are suspended. Elevator installation according to claim 27, characterized in that the counterweights (12a, 12b, 12c) have third deflection rollers (4a, 4b, 4c) which are fixed in the upper region of the counterweights (12a, 12b, 12c). Elevator installation according to Claim 28, characterized in that the traction means (Z1, Z2, Z3) are guided by the traction sheaves (1a, 1b, 1c) via the third deflecting rollers (4a, 4b, 4c) to second fixed points (6a, 6b, 6c) are. Elevator installation according to one of claims 21 to 29, characterized in that the traction means (Z1, Z2, Z3) consist of at least one rope or double rope. Elevator installation according to one of claims 21 to 29, characterized in that the traction means (Z1, Z2, Z3) consist of at least one belt. Elevator installation according to claim 30 or 31, characterized in that the supporting structure of the traction means (Z1, Z2, Z3) is formed from aramid or Vectran fibers. Elevator installation according to claim 31, characterized in that the belts are structured on one side. Elevator installation according to claim 31 or 33, characterized in that the belts are toothed belts or V-ribbed belts. Elevator installation according to claim 33 or 34 in combination with claims 25 and 28, characterized in that the belts are separated by the traction sheaves (1a, 1b, 1c) and at least first (2a, 2b, 2c), second (3a, 3b, 3c) and third (4a, 4b, 4c) pulleys are guided, only one side of the belt in contact with the traction sheaves (1a, 1b, 1c) and pulleys (2a, 2b, 2c, 3a, 3b, 3c, 4a, 4b, 4c) and that the belts between the traction sheaves (1a, 1b, 1c) and the first deflecting rollers (2a, 2b, 2c) are 180 ° about their respective longitudinal axis are rotated. Elevator installation according to claim 19 in combination with claim 25, characterized in that the car guide rails (10.1, 10.2) form a connecting plane (V) and the traction means (Z1, Z2, Z3), the traction sheaves (1a, 1b, 1c) and the first and second guide rollers (2a, 2b, 2c, 3a, 3b, 3c) of the associated elevator car (7a, 7b, 7c) are arranged on one side of the connecting plane (V). Elevator installation according to claim 19 in combination with claim 25, characterized in that the elevator cars (7a, 7b, 7c) are guided by two car guide rails (10.1, 10.2), said car guide rails (10.1, 10.2) forming a connection plane (V) and the Traction means (Z1, Z2, Z3), the traction sheaves (1a, 1b, 1c) and the first and second associated pulleys (2a, 2b, 2c, 3a, 3b, 3c) of the associated elevator car (7a, 7b, 7c) on both sides of the Connection level (V) are arranged. Elevator installation according to one of the preceding claims, characterized in that each drive (A1, A2, A3) is fixed on a cross member (19). Elevator installation according to claim 38 in combination with claims 18 and 19, characterized in that the transverse support (19) is fastened to the car guide rails (10.1) and / or the counterweight guide rails (11a.1, 11a.2).

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