EP4408784B1 - Method for constructing an elevator shaft for an elevator installation - Google Patents

Description

The invention relates to a method for constructing an elevator shaft for an elevator system according to the preamble of claim 1
The construction or manufacture of an elevator shaft for an elevator system, for example, during the construction of a building and the subsequent installation of the elevator system, is complex and therefore associated with considerable costs. Typically, the elevator shaft, especially made of reinforced concrete, is constructed first, and then the elevator system, including its components such as the cabin, counterweight, drive motor, and guide rails, is installed in the elevator shaft. It has previously been proposed to construct the elevator shaft from several prefabricated modules in which the necessary components are at least partially pre-assembled. Prefabrication and pre-assembly are typically carried out in a factory. This approach requires less time on site. It also has a positive impact on the quality of the installation and the occupational safety of the installation personnel.

The EP 3747820 A1 Describes a vertically aligned elevator shaft for an elevator system and an elevator system with such an elevator shaft. The elevator shaft consists of several stacked base modules, onto which a top module is placed from above, thus closing the elevator shaft from the top. The top module thus forms the so-called shaft head of the elevator shaft. It contains a whole series of components of the elevator system, including a drive. The elevator shaft forms a travel path for an elevator car, which, during normal operation of the elevator system, is moved at a nominal speed within the travel path.

A free space must be provided in the shaft head of an elevator system. This free space allows the car to enter the free space during an unbraked upward journey. In the case mentioned, the free space must also provide sufficient safety space for a person on the car. The necessary dimensions of the free space are specified in standards and may vary from country to country. They also depend on the characteristics of the elevator system, such as the buffer stroke of a counterweight buffer. As a result, elevator systems must comply with EP 3747820 A1 Depending on the standard applicable in the respective country and the characteristics of the specific elevator system, different top modules are required, which differ particularly in their height. The stated height of the top module of an elevator system according to EP 3747820 A1 is determined accordingly when carrying out a procedure for constructing the elevator shaft of the elevator system.

The EP 1780162 A1 , CN 112723106 A , EP 2559647 A1 , DE 10212268 A1 and EP 2650248 A1 also describe elevator systems with an elevator shaft composed of prefabricated modules and thus also, at least implicitly, a method for constructing an elevator shaft of an elevator system using prefabricated modules.

In contrast, the object of the invention is, in particular, to propose a method for constructing an elevator shaft of an elevator system that enables the use of as many standardized components as possible, in particular a standardized top module, and thus allows for cost-effective construction of an elevator shaft. According to the invention, this object is achieved by a method having the features of claim 1.

The elevator shaft of an elevator system created using the method according to the invention is mainly vertically aligned and forms a travel path for a car of the elevator system. The car is moved at a nominal speed within the said travel path during normal operation of the elevator system. To create the elevator shaft, several base modules are placed on top of each other and the elevator shaft is closed off at the top by placing a top module. According to the invention, an intermediate element with an intermediate element height dependent on the said nominal speed is provided and the selected intermediate element is arranged between an uppermost base module and the top module. The intermediate element height is increased in particular with increasing Nominal speed is greater. The intermediate module forms at least part of the above-mentioned free space.

The intermediate element is preferably positioned by placing it on the top base module. The top module can then be placed on the intermediate element, thereby closing off the elevator shaft at the top.

The provision of the aforementioned intermediate element, and thus the intermediate element height, takes place, in particular, before the basic modules are stacked on top of one another. In particular, only the required components of the selected intermediate element are delivered to the construction site where the elevator shaft is being built. During construction of the elevator shaft, in particular, the intermediate element is first placed on the topmost basic module and then the top module is placed on the intermediate element. However, it is also conceivable that the topmost basic module and the intermediate element form a unit that is pre-assembled, for example, in a factory or on the construction site, and that this unit or the topmost basic module is placed together with the intermediate element on the second-highest basic module.

Since the required free space in the headroom of an elevator shaft depends primarily on the nominal speed of the car traveling in the elevator shaft, the method according to the invention, and thus the construction of the elevator shaft according to the invention, allows for the use of largely identical and thus standardized top modules for the elevator shaft of a variety of different elevator systems. The necessary free space, in particular the necessary height of the free space, can be ensured by appropriately adjusting the intermediate element height of the intermediate element. Since the top module is significantly more complex than the intermediate element, which mainly only has guide rails for guiding the car and, if necessary, a counterweight, the effort involved in manufacturing different intermediate elements is significantly lower than the effort involved in manufacturing different top modules. The invention therefore makes it possible to manufacture the quite complex top modules identically, or at least largely identically, and thus standardized, in larger quantities and thus cost-effectively. The production of intermediate elements with different intermediate element heights is, in comparison, quite simple and therefore cost-effective.

The following assumes that the elevator shaft has only one travel path for a car. However, it is also possible for the elevator shaft to have more than one, for example, two or three parallel travel paths for each car. The explanations described here then apply accordingly.

The top module can either form a walk-in machine room or be completely open at the bottom, towards the intermediate element and the topmost base element. The elevator system can thus be designed with or without a machine room.

In particular, the intermediate module does not have a door opening for an elevator shaft door. This makes it very easy and cost-effective to manufacture.

The base modules, the top module, and the intermediate element each have a cuboid basic shape. They can also have a different basic shape, for example, with a circular or oval cross-section. The base module and the top module are designed in particular so that they can be placed on an underlying shaft module, for example, by means of a crane.

The individual basic modules of the elevator shaft are all identical and thus have a standardized design. It is also possible for the standardized basic modules to be used for elevator shafts of other elevator systems. This allows for the production of basic modules in large quantities, which makes manufacturing particularly efficient and therefore cost-effective.

For example, the elevator shaft can have between 2 and 25 basic modules.

It is possible that a bottom base module differs from the other base modules. For example, the bottom base module can be located on a foundation of a building containing the elevator shaft. It is also possible for a lower section of the elevator shaft to be constructed not from basic modules, but in a conventional manner, for example, from reinforced concrete. This lower section can extend, for example, over one to three floors of the building. The lowest basic module can then be supported on this lower section of the elevator shaft.

The elevator car moves within the travel path formed by the elevator shaft to transport people and goods. During normal operation of the elevator, the car travels at a maximum of its rated speed, which can be between 0.5 and 4 m/s, for example. Normal operation of the elevator system means that after the elevator has been put into operation, passengers and goods are transported between floors. Normal operation is characterized by the fact that there are no faults in the elevator system and no work is being carried out by a service technician. The elevator system can also be operated during maintenance mode, for example, in which the car is moved at a maximum maintenance speed, which is usually lower than the rated speed. During maintenance mode, a service technician can be on the car while the car is moving.

The rated speed of an elevator system is a crucial design parameter. All components of the elevator system, such as the drive motor, brakes, safety gear, etc., must be designed for the rated speed. The rated speed is thus essentially predetermined and influences the other components of the elevator system. It is therefore not easy to change the rated speed of an elevator system, especially not to increase it. The stated rated speed of an elevator system is therefore a fixed value that usually does not change over the lifetime of the elevator system.

As described above, the required height of the free space in the shaft head can be achieved or ensured by selecting the appropriate height of the intermediate elements. The required height of the free space depends not only on the The nominal speed of the car depends not only on the car's rated speed, but also on several other factors, such as upwardly projecting attachments to the car or the buffer stroke of a counterweight buffer. It is therefore not possible to determine the required height of the free space and thus the intermediate element height from the car's rated speed alone. Other influencing factors must also be taken into account, which are specified in standards, for example the European Standard EN 81-20-2014 in Chapter 5 "Safety requirements and/or protective measures ", particularly in Chapter 5.2 "Well, machinery spaces and pulley rooms". The nominal speed is a relevant, and in particular the most relevant, influencing factor when determining the intermediate element height.

In one embodiment of the invention, the height of the intermediate element depends on the square of the nominal speed of the car. Since the kinetic energy of the car increases with the square of the speed of the car, this allows for a particularly precise determination of the required intermediate element height.

In an embodiment of the invention, the intermediate element consists only of mainly vertically aligned intermediate element supports, which are arranged between the uppermost base module and the top module. The intermediate element is therefore particularly simple and cost-effective to construct. It is formed in particular by four intermediate element supports or, if two travel paths are arranged next to one another, by six intermediate element supports. The intermediate element supports have a length that mainly corresponds to the intermediate element height. They are connected, in particular screwed or welded, in their lower area to the uppermost base module and in their upper area to the top module. The fastening means required for the aforementioned fastening, for example in the form of screws or nuts, are not considered part of the intermediate element supports here.

In an embodiment of the invention, the intermediate element has vertically aligned intermediate element supports and at least one horizontally aligned intermediate element cross member. The intermediate element cross member can be arranged in a lower region, in an upper region and/or in a middle region of the intermediate element supports. The intermediate element has, in particular, via 4, 8 or 12 intermediate element cross beams, which form one, two or three frames that are connected to the intermediate element supports. The intermediate element supports and the horizontally aligned intermediate element cross beam are also connected to each other in the factory to form an intermediate module. The intermediate module can be placed particularly easily, for example by means of a crane, on the uppermost base module and then connected to it. This makes the construction of the elevator shaft particularly simple. The intermediate element or the intermediate module can also have more than one, for example two horizontally aligned intermediate element cross beams, in which case a first intermediate element cross beam is arranged in the lower area and a second intermediate element cross beam in the upper area of the intermediate element supports.

In one embodiment of the invention, the intermediate element supports and/or the intermediate element cross members are made of metal profiles. This makes them particularly simple and cost-effective to manufacture. Furthermore, this allows them to be connected, for example, bolted or welded, to the uppermost base module and the top module particularly easily. Manufacturing them from metal profiles also results in particularly stable intermediate element supports and/or intermediate element cross members. The metal profiles can be designed, for example, as O-, U-, T-, or double-T beams, particularly made of steel.

Basic structures of the base modules and/or the top module can also be made of such metal profiles.

In one embodiment of the invention, each basic module has a door opening for accommodating a shaft door. The basic modules then have a height that corresponds, in particular, to one floor height of the building in which the elevator shaft is constructed. The elevator shaft can thus be constructed particularly easily and cost-effectively. The shaft doors are, in particular, already installed in the door openings in the factory.

An elevator shaft as described above is particularly part of an elevator system which additionally has a cabin. The cabin can be connected to the elevator system within the travel path formed by the elevator shaft during normal operation of the elevator system. Nominal speed can be moved within the travel range.

In an embodiment of the invention, the elevator system comprises a counterweight, a support element connecting the car and the counterweight, and a counterweight buffer. The counterweight buffer is designed and arranged in such a way that it limits downward displacement of the counterweight and can be compressed by the counterweight by a maximum of one buffer stroke. The intermediate element height of the intermediate element is then dependent on the aforementioned buffer stroke of the counterweight buffer. This allows the intermediate element height of the intermediate element to be determined with particular precision to ensure the necessary free space in the elevator shaft headroom.

By taking into account the aforementioned buffer stroke and the square of the car's nominal speed, a so-called highest position of the car can be determined, from which the necessary safety spaces for service technicians can be determined or are specified by standards. The highest position is considered to be the position of the car that results when the car travels upwards without braking. It is determined from the starting position of the car at the lowest position of the counterweight, i.e., with the counterweight buffer compressed by the buffer stroke. The distance traveled from the starting position is calculated from the speed of the car and the acceleration due to gravity using the formula: 1/2 * v ² / 2*g, where v is the speed of the car and g is the acceleration due to gravity. In the European standard EN 81-20-2014, Chapter 5.2.5.6.1 "Extreme position of car, counterweight and balancing weight," the applicable speed is specified as 115% of the nominal speed. In Chapter 5.2.5.7, "Refuge spaces on car roof and clearances in headroom," the standard specifies the required safety spaces based on the highest position of the cabin determined in this way. Similar specifications exist in standards applicable in other countries.

The intermediate element height of the intermediate element is therefore dependent on the highest position of the car, which is dependent on the buffer stroke of the counterweight buffer, the square of the nominal speed, and the required safety clearances. This allows an intermediate element height to be determined that complies with the specifications specified in the standard applicable to a specific elevator system. It is possible that the actually selected intermediate element height is greater than the intermediate element height determined as described by a safety margin.

In one embodiment of the invention, the height of the intermediate element depends on the presence of a limiting device. The limiting device is designed to limit the movement of the car toward the top module during maintenance of the elevator system. This allows the required intermediate element height to be determined with particular precision.

Such limiting devices are used particularly when the specified free space needs to be as small or low as possible. If such a limiting device is present, standards permit smaller or lower safety spaces. The limiting device can, for example, have extendable bolts, which, when extended, prevent the car from moving beyond a certain height in the elevator shaft. It is also possible for the limiting device to be implemented purely electronically.

The described elevator system comprises, in particular, a drive motor for driving the suspension element and thus for moving the car, and a control device for controlling the drive motor. The control device is configured such that, during normal operation of the elevator system, the car is moved exclusively within a travel path section formed by the basic modules. Thus, during normal operation of the elevator system, the car does not extend into the intermediate element; this only occurs during an unbraked upward travel of the car as described above. The intermediate element thus serves to cover this special case and ensure the necessary safety space in the shaft head. This enables, in particular, the uppermost basic module to be designed identically to the other basic modules.

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

Fig. 1

eine vereinfachte Darstellung einer Aufzuganlage in einer Seitenansicht mit einer Kabine und einem aus drei Grundmodulen, einem Zwischenelement und einem Topmodul zusammengesetzten Aufzugschacht,

Fig. 2

einen Gegengewichtspuffer der Aufzuganlage aus Fig. 1 in einer vergrösserten, stark schematischen Darstellung,

Fig. 3

eine Momentaufnahme beim Aufsetzen eines Grundmoduls auf einen noch nicht fertiggestellten Aufzugschacht einer Aufzuganlage,

Fig. 4

eine vergrösserte Darstellung eines Zwischenelement in Form eines Zwischenmoduls in einer ersten Ausgestaltung in einer Seitenansicht,

Fig. 5

ein Zwischenelement in Form eines Zwischenmoduls in einer zweiten Ausgestaltung in einer Seitenansicht,

Fig. 6

einen ersten Aufzugschacht mit einem Zwischenelement mit einer ersten Zwischenelementhöhe,

Fig. 7

einen zweiten Aufzugschacht mit einem Zwischenelement mit einer zweiten Zwischenelementhöhe und

Fig. 8

einen dritten Aufzugschacht mit einem Zwischenelement mit einer dritten Zwischenelementhöhe.

Showing:

Fig. 1

a simplified representation of a lift system in a side view with a cabin and a lift shaft composed of three basic modules, an intermediate element and a top module,

Fig. 2

a counterweight buffer of the elevator system Fig. 1 in an enlarged, highly schematic representation,

Fig. 3

a snapshot of a basic module being placed on an unfinished elevator shaft of an elevator system,

Fig. 4

an enlarged representation of an intermediate element in the form of an intermediate module in a first embodiment in a side view,

Fig. 5

an intermediate element in the form of an intermediate module in a second embodiment in a side view,

Fig. 6

a first elevator shaft with an intermediate element having a first intermediate element height,

Fig. 7

a second elevator shaft with an intermediate element with a second intermediate element height and

Fig. 8

a third elevator shaft with an intermediate element with a third intermediate element height.

According to Fig. 1 An elevator system 10 has an elevator shaft 12 for a three-story building, which in the present embodiment is composed of a first base module 14, a second base module 16, a third, uppermost base module 18, an intermediate element 19, and a top module 21. The individual elements are arranged in the stated order from bottom to top, so that the elevator shaft 12 is primarily oriented vertically and is closed off at the top by the top module 21. Depending on the number of floors, the elevator shaft 12 can comprise additional base modules. The base modules 14, 16, 18, and the top module 21 are prefabricated in a factory and provided with elevator components. They are then brought to the construction site and stacked on top of one another. The base modules 14, 16, 18, the top module 21, and the intermediate element 19 each have a cuboid basic shape.

In Fig. 2 It is shown how the uppermost basic module 18 is lifted onto the The second base module 16 is placed on top. The second base module 16 was previously placed on the first base module 14 in the same way. The base module 14 stands on a foundation of the elevator shaft (not shown).

Each base module 14, 16, 18 has a door opening 35 for the arrangement of a shaft door 37. The base modules 14, 16, 18 have a height corresponding to one floor height of the building in which the elevator shaft is constructed. The intermediate element 19, in contrast, has no door opening.

The elevator system 10 of the Fig. 1 also has a car 22, which can be moved vertically along guide rails (not shown) in the elevator shaft 12. The elevator shaft 12 thus forms a travel path 23, within which the car 22 can be moved. The travel path 23 extends in Fig. 1 The example shown consists of the three basic modules 14, 16, 18, the intermediate element 19 and the top module 21. The top module 21 thus forms a so-called shaft head 17.

It is also possible for the travel path not to extend into the top module, thus designing the top module as a walk-in machine room. In this case, the intermediate element forms the shaft head, which is limited at the top by a floor of the top module and thus closed off.

For this purpose, the elevator system 10 has a suspension element 24, the first end 26 of which is fixed in the top module 21. It then runs around the bottom of the car 22 and is guided by a drive motor 28 arranged opposite the first end 26 of the suspension element 24 in the top module 21. From there, it runs through a suspension of a counterweight 30 to its second end 32, which is fixed in the area of the drive motor 28 in the top module 21. The suspension element 24 thus connects the car 22 to the counterweight 30. The drive motor 28 can move the suspension element 24 and thus the car 22 within the travel path 23 in the elevator shaft 12. The drive motor 28 is controlled by an elevator control system 36 arranged in the top module 21.

The elevator control 36 is configured to control the drive machine 28 in such a way controls that the car 22 is moved at a maximum of a predetermined nominal speed within the travel path 23 during normal operation of the elevator system 10. The nominal speed is, for example, between 0.5 and 3 m/s. The elevator control 36 is also configured such that the car 22 is moved exclusively within a travel path section 25 formed by the basic modules 14, 16, 18 during normal operation of the elevator system 10.

Below the counterweight 30 there is a counterweight buffer 31 which is Fig. 2 is shown enlarged. The counterweight buffer 31 limits the downward displacement of the counterweight 30. It can be compressed by a maximum of one buffer stroke s. This occurs, for example, when the car 22 is moved upward without braking until the counterweight 30 hits the counterweight buffer 31 and compresses it to its maximum extent. In this case, the car 22, due to its speed and deceleration due to gravitational acceleration, moves a little further upwards to a highest position (not shown). According to standard EN 81-20-2014 Chapter 5.2.5.6.1 "Extreme position of car, counterweight and balancing weight", the highest position is approximately 0.035 times the nominal speed above the starting position of the car 22 with the counterweight buffer 31 compressed by the buffer stroke s. The stated highest position is therefore dependent on the buffer stroke s of the counterweight buffer 31 and the nominal speed of the car 22 or can be determined from the stated values.

In Chapter 5.2.5.7, "Refuge spaces on car roof and clearances in headroom," the EN 81-20-2014 standard also specifies the required safety clearances based on the highest position of car 22 determined in this way. Minimum clearances to a car ceiling and to car attachments, such as a shaft door drive or a balustrade, are specified. Thus, based on the position of the highest position of car 22 in relation to the uppermost base module 18 and the space provided in the top module 19, a height h1 of the intermediate element 19 can be determined that complies with the safety clearances prescribed in the standard. Thus, the intermediate element 19 is selected with an intermediate element height h1 dependent on the nominal speed of car 22 and is positioned between the uppermost base module 18 and the top module 21. When constructing the elevator shaft 12, the intermediate element 19 is naturally first placed on the uppermost base module 18 and then the top module 21 is placed on the intermediate element 19.

At elevator shaft 12 according to Fig. 1 the intermediate element 19 consists only of four mainly vertically aligned intermediate element supports 27, which are arranged between the uppermost base module 18 and the top module 21. The four intermediate element supports 27 are arranged at the four corners of the rectangular cross-sections of the uppermost base module 18 and the top module 21. The intermediate element supports 27 have a length that mainly corresponds to the intermediate element height h1. They are connected, in particular screwed or welded, in their lower region to the uppermost base module 18 and in their upper region to the top module 21. The fastening means not shown, for example in the form of screws or nuts, required for the aforementioned fastening, are not considered to be part of the intermediate element supports 27.

In addition to the intermediate element supports, the intermediate element may also have at least one, in particular four or eight horizontally aligned intermediate element cross members. Fig. 4 In an intermediate element 119 in the form of an intermediate module, four intermediate element cross members 129 are arranged in a central region of the intermediate element supports 127. The four intermediate element cross members 129 form a rectangular frame that is connected to the intermediate element supports 127. According to Fig. 5 In an intermediate element 219 in the form of an intermediate module, a first frame formed from four intermediate element cross members 229a is arranged in the lower region and a second frame formed from four intermediate element cross members 229b is arranged in the upper region of the intermediate element supports 227.

The intermediate element supports 27, 127, 227 and the intermediate element cross members 129, 229a, 229b are made, in particular, of metal profiles. The respective metal profiles can be designed, for example, as U-, T-, or double-T beams, in particular made of steel. The basic structures of the base modules 14, 16, 18, and the top module 21 can also be made of such metal profiles.

Based on the Figs. 6, 7 and 8 the influence of the nominal speed of the elevator car and the presence of a limiting device for limiting the movement of the car towards the top module during maintenance of the elevator system.

For elevator system 310 according to Fig. 6 For example, the nominal speed of the cabin is 1.5 m/s. Using this nominal speed and the other influencing variables described above, an intermediate element height h3 of the intermediate element 319 is determined as described above.

For the elevator system 410 according to Fig. 7 For example, the nominal speed of the car is 2 m/s. The nominal speed of the car of elevator system 410 is therefore greater than the nominal speed of the car of elevator system 310 from Fig. 6 This results in an intermediate element height h4 of the intermediate element 419 for the elevator system 410, which is greater than the intermediate element height h3 of the intermediate element 319 of the elevator system 310 of the Fig. 6 .

For the elevator system 510 according to Fig. 8 For example, the nominal speed of the car is also 1.5 m/s. The nominal speed of the car of elevator system 510 is therefore the same as the nominal speed of the car of elevator system 310 from Fig. 6 However, the elevator system 510 has Fig. 8 a limiting device 533 in the form of extendable bolts in the upper area of the uppermost base module 518 for limiting the movement of the car towards the top module 521 during maintenance operation of the elevator system 510. The limiting device 533 ensures that the car cannot penetrate into the intermediate element 519 during maintenance operation of the elevator system 510. This results in an intermediate element height h5 of the intermediate element 519 for the elevator system 510, which, despite the same nominal speed, is smaller than the intermediate element height h3 of the intermediate element 319 of the elevator system 310. Fig. 6 .

Finally, it should be noted that terms such as "having", "comprising", etc. do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Embodiments can be used. Reference symbols in the claims are not to be considered as limitations.

Claims (9)

1. A method for creating an elevator shaft of an elevator system,

   wherein the elevator shaft (12) is mainly vertically aligned and forms a travelway (23) for a car (22) of the elevator system (10, 310, 410, 510), which car (22) is moved at a nominal speed within the travelway (23) in normal operation of the elevator system (10, 310, 410, 510), and the method has the following method steps:

   - placing multiple base modules (14, 16, 18, 518) on each other,

   - closing the elevator shaft (12) upwards by mounting a top module (21, 521),

   - providing an intermediate element (19, 119, 219, 319, 419, 519), and

   - arranging the selected intermediate element (19, 119, 219, 319, 419, 519), between an uppermost base module (18, 518) and the top module (21, 521),

   characterized in that,

   the intermediate element (19, 119, 219, 319, 419, 519) comprising an intermediate element height (h1, h3, h4, h5) dependent on the mentioned nominal speed of the car (22).
2. The method according to claim 1,
   characterized in that
   the intermediate element height (h1, h3, h4, h5) of the intermediate element (19, 119, 219, 319, 419, 519) becomes greater with increasing nominal speed of the car (22).
3. The method according to claim 2,
   characterized in that
   the intermediate element height (h1, h3, h4, h5) of the intermediate element (19, 119, 219, 319, 419, 519) is dependent on the square of the nominal speed of the car (22).
4. The method according to claim 1, 2 or 3,
   characterized in that
   the intermediate element (19, 319, 419, 519) consists only of mainly vertically oriented intermediate element supports (27).
5. The method according to claim 1, 2 or 3,
   characterized in that
   the intermediate element (119, 219) has vertically oriented intermediate element supports (127, 227) and a horizontally oriented intermediate element cross member (129, 229a, 229b).
6. The method according to claim 4 or 5,
   characterized in that
   the intermediate element supports (27, 127, 227) and/or the intermediate element cross member (129, 229a, 229b) are made of metal profiles.
7. The method according to any of claims 1 to 6,
   characterized in that
   each base module (14, 16, 18, 518) has a door opening (35) for arranging a shaft door (37).
8. The method according to any of claims 1 to 7,
   characterized in that

   the elevator system (10) has

   - a counterweight (30),

   - a suspension means (24) connecting the car (22) and the counterweight (30),
   and

   - a counterweight buffer (31)

   wherein the counterweight buffer (31) is designed and arranged such that it limits a downward displacement of the counterweight (30) and can be maximally compressed by the counterweight (30) by a buffer stroke (s), and the intermediate element height (h1, h3, h4, h5) of the intermediate element (19, 119, 219, 319, 419, 519) is dependent on said buffer stroke (p) of the counterweight buffer (31).
9. The method according to any of claims 1 to 8,
   characterized in that
   the intermediate element height (h1, h3, h4, h5) of the intermediate element (19, 119, 219, 319, 419, 519) is dependent on the presence of a limiting device (533), wherein the limiting device (533) is designed such that, in a maintenance mode of the elevator system (10, 310, 410, 510), it limits the movement of the car (22) toward the top module (521).