Modular elevator system for building cores

Abstract

The present disclosure relates to a method and apparatus for constructing an elevator within a hoistway. In a first aspect of the disclosed technology, there is provided a method for installing a modular elevator within a hoistway, the method comprising the steps of: inserting a frame of the elevator into the hoistway, the frame comprising one or more stabilisers; adapting the one or more stabilisers to contact an inner surface of the hoistway; wherein the frame is held in place by a force exerted via the stabilisers.

Description

[0001] The present disclosure relates to a method and apparatus for constructing an elevator within a lift shaft.

[0002] BACKGROUND

[0003] Many high-rise buildings have a concrete core that extends vertically upward from the ground level to the top of the building. Vertical lift shafts extend upward through this core. Some of these lift shafts are used for elevators. An elevator lift shaft is typically equipped with vertically continuous guide rails (upon which the elevator car and counterweight run) and a door set at each floor level. The positioning accuracy of the guide rails is high. The guide rails are fixed to the concrete walls of the lift shaft by adjustable brackets. There is a door-sized structural opening at each floor level associated with a landing. The landing-side elevator door set closes the opening. This door set is fixed to the interior of the concrete lift shaft by adjustable brackets. The landing-side door must be accurately positioned so that the elevator car door running within the lift shaft runs close to but does not touch the landing-side door.

[0004] The concrete elevator lift shafts are typically constructed within the limits of set tolerances, usually within about + / - 25 mm of the theoretically perfect centerline, i.e., the planar geometric center of each lift shaft at each floor level should be within 25 mm of the design intended centerline extending upward along the lift shaft. This requires that the brackets that secure the guide rails and door assemblies have a 50 mm adjustable range. This increases the size of the brackets, which occupies valuable space within the lift shaft.

[0005] The conventional method of installing the guide rails is as follows:

[0006] 1) Wait until the lift shaft is constructed. Inspect the lift shaft to determine the centerline for setting out the guide rails and doors. Due to tolerances, this is not necessarily the design intended centerline;

[0007] 2) Install a raisable access platform at the bottom of the lift shaft. Work upward along the lift shaft, installing the guide rail and door brackets step by step;

[0008] 3) Once the brackets are installed and roughly aligned, install the guide rails. Fine tune the brackets so that the guide rails are accurately positioned relative to the centerline; and

[0009] 4) Repeat the above steps for the doors.

[0010] Due to the limited space within the shaft plus the problem of working at height, the installation of a conventional elevator system is a relatively slow process. As a result, the assembly of the elevator shaft is often on the critical path of the project. This means that the elevator can only be used at the end of the construction. Therefore, it has no value in providing access upwards along the building during the construction process. Furthermore, as construction sites seek to move more work off site to factory, the assembly of the elevator shaft remains an activity that is stubbornly tied to the site.

[0011] Examples described herein are not limited to examples that solve the problems mentioned in the background section.

[0012] SUMMARY

[0013] Examples of preferred aspects and embodiments of the invention are as set out in the accompanying independent and dependent claims.

[0014] This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

[0015] In a first aspect of the disclosed technology, there is provided a method for installing a modular elevator within a shaft, the method comprising the steps of: inserting a frame of the elevator within the shaft, the frame comprising one or more stabilizers; adapting the one or more stabilizers to contact an inner surface of the shaft; wherein the frame is held in place by a force exerted via the stabilizers.

[0016] The method and apparatus disclosed herein aims to greatly speed up the installation of an elevator in a new or existing elevator shaft. It also moves much of the site activity back to the factory. This provides greater flexibility in construction planning by removing the elevator installation from the critical path. Furthermore, by enabling the elevator to be operational earlier in the project, improved access to higher levels in the building is achieved during construction. This allows for faster movement around the building, improving productivity and further reducing construction schedules. By contact with the concrete, when the elevator equipment attempts to move, for example due to the dynamics of the elevator car moving up and down the shaft, the force generated by the car is reacted by the stabilizers, preventing the frame from moving.

[0017] Optionally, the frame comprises a plurality of stabilizers, the plurality of stabilizers being optionally arranged in an orthogonal orientation relative to a longitudinal axis of the frame.

[0018] The stabilizers protrude from the frame at an adjustable distance. This distance is set so that the stabilizers contact the hoistway core. This limited attachment of the lightweight frame to the concrete core results in a significant increase in the stiffness of the frame.

[0019] Optionally, the frame comprises one or more of: a rail support; a rail; a door support; and / or a door set.

[0020] Such components allow the elevator car to fit within the frame, and for a user to access. The frame can be moved vertically to align precisely with the door (precise alignment) to provide a safe access for a user.

[0021] Optionally, the frame comprises a vertical adjustment mechanism.

[0022] Due to tolerances in the concrete structure, and other imprecisions inherent in any construction project (including those that manifest over time), the frame can need to be adjusted vertically in order to align the door with the appropriate opening in the hoistway. For example, the length of adjustment provided by the threaded rod must accommodate both the long term vertical movement and the structural tolerances.

[0023] Optionally, the frame further comprises one or more supports operable to secure the frame to an inner surface of the hoistway. Optionally, the method as disclosed herein comprises the further steps of: inserting a subsequent frame of the elevator into the hoistway, the subsequent frame comprising one or more stabilizers and one or more supports; adjusting the one or more vertical connection elements to secure the subsequent frame in vertical alignment with the frame; adapting the one or more stabilizers to contact the inner surface of the hoistway; securing the subsequent frame to the inner surface of the hoistway using the one or more supports, wherein the subsequent frame is held in place by the force exerted via the one or more supports; and removing the one or more vertical connection elements.

[0024] It will be appreciated that this method is part of a modular system. If it is required to pass a longer hoistway with an elevator, one or more further frames can be inserted into the same hoistway adjacent to any previously inserted frames. This provides a method of accommodating axial shortening that can occur in the hoistway core. The subsequent frame can be adjusted vertically into the correct position, whilst obtaining temporary vertical support from the lower frame. The vertically adjusted frame can then be secured to the hoistway core wall, such that the vertical forces in the frame are transferred to the core. The temporary vertical support to the lower frame can then be removed, such that the vertically adjacent frames can be moved vertically relative to each other.

[0025] Optionally, the one or more stabilizers, individually or in combination, comprise one or more of: a pad screwed from the frame; a pad screwed onto the frame, with adhesive applied to the pad; a glue and / or screw angle bracket between the frame and the hoistway; and / or a slotted hole assembly comprising one or more sliding components.

[0026] The stabilizers (also referred to as fixtures) can take many forms, including simple pads, noting that what the stabilizers provide is rigidity (preventing movement of something) rather than strength. The stabilizers can be infinitely adjustable depending on the individual requirements of the elevator being built.

[0027] Optionally, the frame further comprises an elevator car.

[0028] In use, the elevator arrangement will comprise an elevator car in which a user travels between floors of a building. The position of the elevator car in the frame affects the manner in which initial installation can proceed, and so it can be advantageous to include the car during the installation process. If the elevator car is located at the bottom of the frame, the elevator car obstructs access to guide the frame onto the pit slab. The elevator car also prevents subsequent access to adjust the first frame to vertical if there are tolerance issues. Thus, the elevator car can advantageously be positioned one floor above the frame, enabling access to the pit slab to fine tune the frame to vertical.

[0029] Optionally, the shape of the frame remains substantially constant during the installation process.

[0030] The frame and associated equipment can be precisely set in a factory prior to installation into the hoistway. In such a case, the frame needs to be sufficiently strong and rigid to hold these items in the correct position relative to each other during transportation and installation.

[0031] Optionally, the one or more stabilizers are further operable to exert sufficient pressure on the inner surface of the hoistway to adjust the frame to a predetermined shape.

[0032] Although the frame and associated equipment can be precisely set in a factory prior to installation into the hoistway, the frame can deform due to different gravitational or other forces exerted during transportation. In such a case, the frame can need to be restored to its intended shape as calibrated in the factory. Such restoration can be provided by using the one or more stabilizers to push against the inner surface of the hoistway with sufficient force to reshape the frame.

[0033] According to another aspect, there is provided a frame for a modular elevator, the frame comprising: one or more stabilisers operable to contact an inner surface of a hoistway; wherein, in use, the frame is held in place by force applied via the stabilisers. Optionally, the frame further comprises one or more fittings for: one or more rail supports; one or more rails; one or more door supports; one or more door sets.

[0034] In order to perform an installation as disclosed herein, a frame is required which is suitable for the purpose of installing an elevator within a hoistway. Such a frame can provide the advantages and features disclosed herein.

[0035] Optionally, the frame has a height of between 6m and 12m.

[0036] This is a typical height of the frame used and can be transported using standard road transport. Other heights are available.

[0037] Optionally, the frame further comprises rollers and / or slides.

[0038] Rollers or slides which protrude slightly from the frame can be used to prevent components of the frame assembly (such as doors) from contacting the walls of the hoistway and thereby being damaged as they are lowered down the hoistway from a crane during assembly.

[0039] In order to enable the upper frame being lowered to correctly engage with the lower frame already installed without the need for manual positioning, a three stage guide system can be used. The first stage of this three stage guide system can comprise a coarse guide which brings the frame being lowered into alignment within the accuracy of the second stage guide system. This guidance is achieved before the second stage guide system engages. The second stage guide brings the two frames into more accurate alignment (typically within the accuracy of a pin positioned in a hole with a predetermined clearance). The third stage guide comprises dropping onto a pin system. The third stage guide typically fully engages before any equipment items installed within the upper and lower frames are in close proximity or contact with each other. The first stage guide is typically provided by a sloped steel member permanently or removably attached to the top or bottom of the frame. The second stage guide is typically provided by a taper on the top of the pin and at the lead-in of the hole. The first stage guide is typically provided by a small clearance hole which extends over the pin, which is optionally in the form of a threaded rod.

[0040] Optionally, the frame has a rectangular cross section.

[0041] This is the typical shape of the frame in plan view. This provides an effective sized enclosure for a conventional elevator car which has a similar cross-sectional shape in plan view. This frame shape can be easily built and stiffened with diagonal or cross braces compared to other shapes.

[0042] Optionally, the frame further comprises one or more access platforms. Optionally, the one or more access platforms provide stiffening to the structure of the frame.

[0043] The platforms are useful in the elevator arrangement for accessing different components of the various assemblies. Preferably, removal of the platforms is non-destructive so that the platforms can be reused. By attaching the platforms to the frame via, for example, friction grip bolts, the friction grip bolts can be used to help lock the shape of the module during transport and installation. The additional support provided by the friction grip bolts can be used to reduce the member sizes in the permanent frame. The access platforms can be pre-assembled in such a way that they act as temporary stiffening elements for the frame during transport and installation.

[0044] Optionally, the frame is substantially made from one or more of: steel; aluminium; and / or fibre reinforced composite.

[0045] Steel can provide a relatively inexpensive but sufficiently strong material with which the frame can be built. Of course, it will be appreciated that other materials can also be suitable, either alone or in combination, if they impart the required physical characteristics to the frame.

[0046] It will also be apparent to any person of ordinary skill in the art that, in the context of one aspect of the disclosed technology, some of the preferred features indicated above as preferred can be substituted for one or more of the preferred features of other preferred aspects of the disclosed technology. For the sake of brevity, such obvious combinations are not explicitly listed above under every possible additional aspect.

[0047] Other examples will become apparent from the following detailed description, which, when taken in conjunction with the drawings, illustrate by way of example the principles of the disclosed technology. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 An exemplary frame of an elevator is shown;

[0050] Figure 2 An installation process for the frame of Figure 1 is shown;

[0051] Figure 3 is a schematic cross-sectional view of a frame and a hoistway of an elevator;

[0052] Figure 4 is an enlarged view of a corner member of the frame;

[0053] Figure 5 An exemplary assembly process for the frame is shown;

[0054] Figure 6 A cross-sectional view of the frame within an arched hoistway is shown;

[0055] Figure 7 A and Figure 7 B show two elevator arrangements within the same concrete core;

[0056] Figure 8 A and Figure 8 B show different fixed arrangements;

[0057] Figure 9 A cross-sectional view of the integrated hoistway frame weatherseal fender slab is shown.

[0058] The accompanying drawings illustrate different examples. A skilled artisan will recognize that the boundaries shown around elements in the figures (e.g., a box, a group of boxes, or other shapes) represent one example of a boundary. One element can be designed as multiple elements or multiple elements can be designed as one element in some examples.

[0059] DETAILED DESCRIPTION

[0060] The following description is made for the purposes of illustrating the general principles of the present technology and is not meant to limit the inventive concepts claimed herein. As will be apparent to those of ordinary skill in the art, one or more or all of the specific features described in one embodiment can also be present in some other embodiment and / or can be used in combination with other described features in some other embodiment.

[0061] DETAILED DESCRIPTION Figure 1 An exemplary frame for an elevator is shown, in this example, the frame includes a lightweight but precise steel frame 101 to which are mounted guide rail supports 102, guide rails 103, door supports 104, and door sets 105. The frame has sufficient strength and rigidity to hold these items in the correct position relative to each other during shipping and installation. The frame and associated equipment are precisely assembled in the factory. It will be appreciated that other materials besides steel can be used, provided they provide sufficient strength and rigidity to hold the above-mentioned items in the correct position relative to each other during shipping and installation.

[0062] In use, the frame is erected vertically (typically between 2 and 4 storeys high). This height exceeds the transport restrictions, and so the frame is transported horizontally. For residential buildings, a typical storey height is about 3 metres, and so the frame can be 4 storeys high and still fit on a flatbed trailer. For commercial buildings, the storey height can vary between 3.5 and 4 metres, and only 3 storeys will fit on a flatbed trailer.

[0063] At the site, the upper end of the steel frame 201 is attached to a crane hook 202, as shown in Figure 2 When the frame is lifted off the trailer 203, the frame is erected. The chain lengths 204, 205 are set so that the frame hangs vertically. The frame is then moved so that it is vertically above the elevator shaft opening 206. The frame is rotated about its vertical axis so that the door 207 is aligned with the landing structure opening 208. The crane then lowers 209 the frame so that it enters the shaft. Rollers or slides 210 that protrude slightly from the frame can be used to prevent, for example, the door from touching the walls of the shaft 211. Keeping the hook plane position, the crane lowers the frame down the shaft.

[0064] In Figure 3 the first frame 301 to be installed can also contain the elevator car 302. The elevator car can be locked in place to prevent it from sliding along the guide rails. The first frame 301 is positioned on the elevator pit starter template 303. The elevator pit starter template 303 can be pre-installed in the elevator pit 304. The elevator pit starter template 303 comprises means 305 to set the vertical position of the lower frame. This means 305 also positions the lower frame in the planar position and orientation. This will be related to the convention vertical axis of the elevator shaft, and so it can be important to set the starter template accurately.

[0065] The position of the elevator car 302 in the first frame 301 affects how the initial installation can proceed. If the elevator car 302a is at the bottom of the frame, then the elevator car 302a obstructs access to guide the frame onto the elevator pit template 303. If there are tolerance issues, then the elevator car 302a also prevents subsequent access to adjust the first frame to be vertical. Therefore, the elevator car is advantageously positioned one storey above 302b the first frame so that access to the elevator pit template can be made to fine tune, in turn, the verticality of the frame.

[0066] The frame is typically rectangular on the plan 106. There is a vertically extending member 107 at each corner. Each corner member 107, 407 is fitted with a pin 401 that has a bevelled lead-in 402 at the top, and each corner member 107, 407 has a hole 403 at the bottom to receive a pin of the lower frame (or elevator pit template) 408. AsFigure 4 As shown, the pins 401 are generally rounded (with a tapered lead-in 402). The lead provided by the pins will generally not be sufficient to ensure automatic engagement of the frame as it is lowered down the hoistway. The holes 403 at the bottom of the corner members can additionally be provided with a lead-in taper 404, or with such means as are necessary for the use of 1st order guidance as described herein.

[0067] The pins are generally externally threaded 405 (e.g. M30). Standard M30 nuts 406 are run on the external threads 405. As the upper frame 407 is lowered onto the lower frame 408, the taper 402 on the lower M30 pin enters the hole 403 on the upper frame. The upper frame is lowered until the plate 409 on the bottom of the corner member 407 rests against the nut 406. A washer 410 is optionally used to bridge across the hole 403.

[0068] The above arrangement exists at each corner. The simultaneous rotation of the nuts at each corner enables the frame to be raised or lowered. By rotating the nuts on opposite sides in different directions, the verticality of the frame can be adjusted. With appropriate adjustment, the top of the frame can be brought to a position by the pins in which it is in the correct planar position and orientation, is set at the correct height relative to the landing for the elevator door, and is precisely adjusted to be vertical, in which state no other part of the frame should be in contact with the hoistway.

[0069] When adjusted as described above, the frame of at least one embodiment retains the same shape that it had when it was aligned with the guide rails and door set in the factory. This will ensure that the elevator door is correctly positioned relative to the guide rails, and that the guide rails on the vertically adjacent frame are aligned. The frame is designed to retain the shape so that, when the frame is rotated from horizontal to vertical, the frame substantially retains the shape under the action of gravity or any other force exerted in different directions.

[0070] If in some cases the shape cannot be retained to the required precision, the frame still carries the elevator equipment into the hoistway, where stabilizers can be used to restore the frame to the intended shape. In such embodiments, in which the frame sags when rearranged so that the shape of the frame changes, one or more stabilizers operable to contact the inner surface of the hoistway can be used to exert sufficient pressure on said inner surface so as to readjust the frame back to the predetermined shape.

[0071] In Figure 5In particular, the side frames 501 are manufactured accurately on fixtures 502, and care is taken to balance the welds so that weld shrinkage causes minimal distortion. The fixtures 502 typically include slidable pins 503 for accurate engagement in holes 504 at the bottom of the corner members, slidable holes 505 for accurate engagement with threaded pins 506 at the top of the corner members, base rails 507 for maintaining flatness, and side stops 508 for maintaining straightness.

[0072] The side frames 501 are assembled together to form a horizontal box 509. The box is positioned in the same orientation as it will be in when the equipment is installed (e.g. door up). This is the same orientation as the box should be in for shipping.

[0073] The box can be supported at regular intervals on pads 510 that have been leveled to a high degree of accuracy. Whenever any further work is done on the box, it should be supported in the same location on pads of similar accuracy level (ideally the same pads).

[0074] The spacing 511 of the pads 510 must be close enough so that the action of gravity does not cause significant deflection between the support points.

[0075] The equipment should be installed and accurately set up with respect to a centerline 512 defined by the centers of the top pins 506 and the bottom holes 504. A reference plane 513 is defined by the underside of the plate 409. These are the reference for module installation and for calibration.

[0076] Once the equipment 514, 515 has been installed and aligned, diagonal or cross braces 516 should be fitted, as allowed by the clearance, in order to lock the shape. These diagonal or cross braces 516 should be sized to provide a greater restraining action than any distortion that can occur due to the gravitational load.

[0077] In the case where the device as disclosed herein is used to retrofit an existing hoistway, if the same size elevator car as originally is to be used, the metal frame can have only very limited space or even no space to accommodate. A newly built hoistway can use a larger hoistway to make room, but this will raise the overall core size and can reduce the usable area. Therefore, the frame is advantageously designed to take up as little space within the hoistway as possible, using dead space that does not interfere with the elevator equipment. Given these space limitations, the frame is relatively slender and will have only limited stiffness when elevator car forces are applied in the horizontal direction (e.g. when the location of the guide rails is constrained). The result is that the steel frame distorts. This is in contrast to a concrete elevator core, which has ample stiffness.

[0078] The conventional practice would involve extensive surveying and drilling in order to precisely locate the brackets and secure them to the concrete. If the same steps are now repeated to secure the frame to the concrete core, a significant amount of installation work is re-introduced.

[0079] One aspect of the proposed arrangement is the recognition that attaching only a lightweight steel frame to the concrete core results in a significant increase in the stiffness of the steel frame. In Figure 6 In A, the elongate steel frame 601 is installed in the arcuate lift shaft 602. Due to the elongation, the steel frame can flex under vertical and lateral loads, as indicated by the dashed line 603. In Figure 6 In B, stabilizers in the form of adjustable spacers 604 have been added at each horizontal frame level 605. The stabilizers 604 are deployed to be positioned towards the planar corners so that the stabilizers 604 just touch the core 602. These adjustable stabilizers are arranged to transfer vertical forces to the core. This can be done in orthogonal planar directions. Although the core 602 is arcuate, the frame 601 retains the locked shape during assembly 500 and the planar shape is effectively fixed. This is repeated at each planar frame to lock the steel box in place. Since the stabilizers are variable, the variable tolerance gap 606 between the frame and the core is accommodated without any deformation being imposed on the steel frame 601 and the intent to set everything precisely in the factory and transfer that precision to the site has been achieved. Furthermore, the horizontal stiffness of the frame has effectively assumed the horizontal stiffness of the core and rocking as indicated by 603 is not possible. In the event of a lateral or bending force being applied to the frame from the guide rail (for example, due to misalignment of the guide rail with the side frame), additional adjustable stabilizers can be used.

[0080] These infinitely adjustable stabilizers or fixings can take many forms, noting that what they provide is stiffness (resistance to movement) rather than strength. Forms of stabilizers or fixings include: simple spacers screwed out as described above; as described above, but with adhesive applied to the spacer in order to further increase the stiffness and provide tensile capacity (75 diameter spacer, 1 MPa adhesive design stress => 4.5 kN design capacity); gluing and / or screw angle brackets between the steel frame and the concrete lift shaft (tension and compression; relatively small fixings); and / or slotted hole assemblies with sliding components.

[0081] Returning to the installation, the steel frame has been precisely set in place and should not be in contact with the hoistway at any point. The next stage is to access the hoistway to set the stabilisers or supports. This can be achieved from each landing installation platform. It will be apparent that the vertical position of all supports etc. needs to be positioned so that the supports etc. do not coincide with the floor of that platform, otherwise it will not be possible to set the supports from above or below. Ideally, the platform should cantilever from the landing and not exert a distortion on the frame.

[0082] One option is to use the top of the elevator car as the access platform. This requires the elevator car to be raised incrementally. It should be noted that the elevator car runs on the guide rails of the unstabilised module. If a crane is used to raise the elevator car, then any crash deck installed for the protection of workers needs to be removed each time the elevator car is to be raised.

[0083] Another option is to pre-install access platforms in the frame. These can be used to advantage to help lock the shape during installation.

[0084] The above process of installing a module can then be repeated for each steel frame. In this way, the elevator equipment can be installed quickly in a multi-storey core.

[0085] So far, the effects of vertical loads have not been considered, nor has the vertical movement difference between the frame and the concrete core. If not addressed, these issues can have far reaching consequences (particularly on the door threshold).

[0086] The cumulative load in each steel frame's corner members is considered first. This can be different for each corner, resulting in different stresses. If the load in one corner is twice the load in another corner, the vertical movement difference between the corner columns at, for example, the 40th floor of a 40-story building can be 30+ mm. Only a fraction of this can be adjusted. The detrimental effects will deform the module, potentially misalign the doors and guide rails. Furthermore, the cumulative load in each steel frame's corner members can be significantly higher at the 0th floor than at, for example, the 40th floor. Therefore, the 0th floor will dictate the size of the corner members. One option is to use the same corner member size consistently up the building. This achieves standardization of the design, but is inefficient, as most of the corner members end up oversized. Another option is to change the size of the corner members, but this results in multiple steel frame designs. This can create problems when setting the door level and when completing the sill and rebate details. This is because as more frames are stacked onto the lower frames, the additional weight of the upper frames causes the corner members to shorten under load, changing the vertical position of the lower doors that have already been installed. The final vertical adjustment of the doors can be left until all frames are installed, but since the adjustment of the doors needs to go back into the hoistway, this will slow down the installation.

[0087] The second problem comes from the axial shortening of the push-through concrete core over time. This is due to: elastic shortening due to the increase in load as construction progresses; creep shortening under continuous load, which can start quickly and decrease over time; and / or shrinkage due to excess water in the concrete drying over time.

[0088] The magnitude of these movements can vary over time. The total value from the moment of concrete placement to the maturation period can be as high as 4 mm per floor. It should be noted that a significant amount of this movement occurs early, and for a new core, the more typical movement from elevator installation time onwards will be around 2 mm per floor. In the case of a retrofit of an elevator into an existing core, the vertical movement after elevator installation will be negligible. In a new high-rise building (40 stories), 30+ mm of movement can occur during installation in steel, and 80 mm of movement can occur after installation in concrete. Higher relative movements are possible in the case of taking the advantage of installing the frame immediately after the core has been placed.

[0089] The magnitude of these vertical movements will be seen at the landings, as the landing side elevator doors are attached to the steel frame. Relative movement between the door set and the landing level, measured in tens of mm, is possible. This is far beyond the range that sill detail can expect to adjust.

[0090] Reference Figure 7 A and 7B to illustrate the vertical movement problem. In Figure 7In A, the concrete elevator core 701 is shortened by a dimension 702 (e.g. 120 mm). The elevator frames 703 are stacked from a base 704. The vertical gap 705 between the frames is fixed, such that the load is transferred through vertical connection elements 706. Under the action of their own weight, the frames 703 elastically shorten by a dimension 707 (e.g. 40 mm). At the top of the elevator shaft, there is a vertical movement difference represented by dimension 702 minus dimension 707. Further down the shaft, two locations 708 and 709, nominally at the same level, have been vertically deflected by different amounts, resulting in a vertical offset 710. This offset can be several tens of mm. It will be apparent that 708 can correspond to a door sill of a door attached to the elevator frame 703, while 709 can correspond to an associated landing in the core.

[0091] In Figure 7 In A, a point in time is represented. For the elastically deflected elevator frames 703, the deflection 707 is essentially time-invariant. In contrast, the core 701 undergoes time-dependent vertical movement due to creep and shrinkage. This results in a time-variant (increasing) dimension 702. It will be apparent that the vertical offset 710 is not constant, and that the vertical offset 710 will increase over time.

[0092] Figure 7 B shows the same concrete core 701 with the same stack of elevator frames 703. In this case, each elevator frame has been attached to the core 701 vertically through a bracket 711. The vertical connection elements 706 have been removed, such that vertically adjacent elevator frames can move relative to each other. The result is that dimension 712 will decrease as the concrete core shortens. The vertical connection elements 706 of different embodiments can be loosened, rather than removed, provided that vertically adjacent elevator frames can move relative to each other.

[0093] The advantages of this approach can be seen by comparing the relative vertical positions of 708 and 709. Taking the bracket 711 to be at the mid-height of the frame, the vertical movement difference 710 between locations 708 and 709 will be approximately equal to the amount of concrete shortening over half the height of the frame. Assuming the door sill is set at the time when the remaining 2 mm per floor of concrete shortening occurs, the maximum value of this vertical movement difference is 3 mm. By initially setting the elevator frame side doors to be 1.5 mm high, the vertical offset 701 will initially decrease from 1.5 mm to zero, and then increase again to 1.5 mm low. The magnitude of these offsets can be adjusted by typical door sill details.

[0094] Figure 7 A and 7B represent two approaches to dealing with the vertical movement problem. In Figure 7In the method of A, it is impractical to move the elevator frame door set vertically with the steel frame due to the magnitude of the movement differential. It is therefore necessary to transfer the door's fixity to the concrete core and decouple the door from the steel frame. Figure 8 It is shown schematically how this is achieved.

[0095] In Figure 8 In A, the landing door opening 801 is located below the concrete core wall 802 and the landing stop 803. The door set 804, comprising a top member 805 and a bottom member 806, is attached to the elevator frame 807 by threaded rods 808. Backing off nuts 810 and rotating nuts 809 allow the door set 804 to move up and down relative to the frame 807. Note that at this step, the top and bottom corner fittings 811 and 812 are not fitted. The nuts 809 are adjusted until the door sill 813 is at the proper level relative to the finished screed 814. At this step, the door set 804 is supported off the elevator frame 805. To transfer the support to the concrete core 802, the corner fittings 811 and 812 are fitted. This involves drilling and anchoring 815 and bolting and screwing 816. The corner fittings 811 and 812 have a combination of rounded and slotted holes to enable the brackets to be set correctly to bridge the variable gap between the frame and the concrete wall. Once all the corner fittings and anchors have been fitted and tightened, it is necessary to release the door set 804 vertically. This is achieved by backing off the nuts 809 and 810 so that the door set 804 can run freely vertically relative to the frame 807.

[0096] It will be apparent that access to the fixed corner brackets 811 and 812 is difficult. Furthermore, the anchors are from inside the core and will typically be close to any floor landing that enters from the landing. Two exemplary options are disclosed to speed up the installation:

[0097] The first option is to use only the bottom bracket set. The threaded rods 808 extend in close fitting holes in the frame member 807, thereby limiting lateral movement of the top. The nuts 809 are backed off so the door set 804 is fixed vertically and horizontally to the landing 803, but only the top is horizontally constrained.

[0098] The second option is similar to the first option, but to eliminate the need for complex access to and anchoring within the core, the door set base member is adapted so that it can be attached to the landing stop from the landing side. This is achieved by Figure 8The adapted door group bottom member 806 has a flat that engages the flange of the corner piece 817. The corner piece 817 is fixed to the member 806 using bolts 819. The corner piece is then fixed to the landing 803 using fixings 818. The door sill 813 is assembled and the screed 814 is completed. The corner piece 817 is sized to take the weight of the door group plus any door sill load. Note that once the corner piece is fixed, the nuts 809 and 810 must back off to allow the frame 807 to move relative to the door group 804.

[0099] In the case of the method of Figure 7 B, it is not necessary to fix the door group to the concrete core as relative movement can be accommodated. However, the fixing method of Figure 8 B can be advantageous as this prevents any relative movement between the concrete core and the elevator frame.

[0100] Due to tolerances in the concrete structure, Figure 7 A and Figure 7 The method of Figure 7 B requires the doors to have vertical adjustment. In the case of 7A, the length of adjustment provided by the threaded rod 808 must accommodate both long term vertical movement and structural tolerances. In the case of Figure 7 B, only the accommodation of structural tolerances is required. This allows a more compact detail which will work for all heights of building (in the case of

[0101] In the case of a steel frame fixed to the concrete core as shown in Figure 9 B, then the load will be transferred into the steel frame as the core shortens axially. To counteract this effect, the nuts associated with the taper detail should back off (for example 4mm per floor in the frame) once the steel frame has been fixed to the core at mid height of the frame. This allows each steel frame to move vertically with the core and independently of each other. The plan position can still be maintained by the stabilisers and fixings.

[0102] The method of 7B can be considered to be preferred. The following is a summary of the benefits that this method brings: assuming a constant height between stories, each intermediate module (including the steel frame with guide rails and doors) will be identical to the extent that the modules can be interchanged; the same modules will have the same center of gravity. Therefore, the lifting arrangement (e.g. chain length) for each module can be pre-set and identical, saving crane time; the system is applicable to all core types, whether new or existing, sliding or jumping; as each module is installed, the module can be precisely set in place, locked to the core and sills, and show complete. There is no need to return and make any further adjustments to allow vertical movement; and the work in the hoistway is both standardized and minimized, resulting in both speed and quality. In particular, crane operations are minimized and substantially decoupled from the elevator installation (except when the elevator frame is to be installed).

[0103] Some of the advantages above make it economical and practical to develop components that further simplify and speed up the installation. These are described as follows:

[0104] Firstly disclosed is a lifting frame. The center of gravity of the module is off-center. During lifting, the box shape of the steel frame can deform due to lack of planar support. This can be prevented by attaching diagonal pieces across the top. These are fixed to M30 stabbing bolts. If the diagonal pieces are of sufficient size, they can be used to form the supports of the lifting frame. In this way, the lifting frame serves the dual purpose of stiffening the module and providing a crane attachment point.

[0105] Next disclosed is an arrangement for weatherproof sealing. The top of the hoistway can need to be kept open. It is undesirable for rainwater to enter the already completed areas down the hoistway. A panel can be attached to the top of the module using M30 stabbing bolts. A temporary seal bridges the gap between the concrete wall and the panel to stop water flowing down the wall of the hoistway. The seal can be a rubber lip or made using an adhesive sealing tape. The panel is shaped so as to direct any water to a central sump where any water is collected. The sump can be pumped out or can be provided with an outlet faucet enabling water to be discharged from below. The panel needs to be sufficiently robust to walk on so that the seal can be fitted and the hooks can be disconnected.

[0106] A crash deck is next disclosed. There is a risk of items falling accidentally down the lift shaft when the lift shaft is left open. This presents an unacceptable risk if people are working below along the lift shaft to install modules. It is common practice to provide a crash deck which is designed to absorb the energy of any falling objects. Depending on the energy of the falling object, the crash deck can be attached to the M30 penetration bolts. This transfers the load to the corner members of the steel frame and hence into the concrete wall. For larger energies, the crash deck can be designed to absorb the energy to reduce the reaction force to a value that the steel frame corner members can withstand. In extreme cases, the steel frame can help absorb the energy but if damaged beyond repair, the steel frame will need to be replaced.

[0107] All of the above items associated with the support by the frame can not be known.

[0108] It can be more efficient if the three functions above can be combined into a single piece of equipment. This is technically possible and is therefore considered an innovative feature of the system. The typical installation sequence is as follows:

[0109] The integrated lifting frame is attached to the top of the module while it is on the trailer. The integrated lifting frame has a feature built in to allow it to be handled in a vertical orientation so that it can be attached to the horizontal module frame.

[0110] The crane flips the module up from the back of the truck. The pre-set length of the sling provided with the lifting frame ensures a straight lift. The pivot point, which engages with the hole on the steel frame base and clamps to the bed of the truck, prevents uncontrolled longitudinal or lateral sliding during the flipping process.

[0111] The module is lifted and placed into the lift shaft. The lifting frame can include rollers or runners so that they are not required at the top of the module. The module is lowered until it sits on the lower module.

[0112] Access to the integrated lifting frame is achieved from the landing aligned with the top of the module. The integrated lifting frame top surface is level with the landing.

[0113] If there is a subsequent module to be installed immediately, the operator disconnects the lifting frame from the top of the lower module. The lifting frame is hoisted out of the lift shaft, rotated to vertical and attached to the top of the next module.

[0114] If there is a gap in the module installation activity, the operator disconnects the crane hook from the integrated lifting frame which then remains in the lift shaft to act as a weather seal and crash deck. The operator will need to seal the gap between the lift shaft wall and the integrated lifting frame.

[0115] Upon recommencement of installation, the crane hook will need to be lowered down the hoistway to retrieve the integrated lifting frame, otherwise the operation proceeds as above.

[0116] ​ An example of the proposed integrated lifting frame weatherproofing crash deck (LWC) is shown. The hoistway wall 901 extends close to the steel frame 902. The lower landing 903 and upper landing 904 define the door openings of the hoistway. The break between modules, represented by the threaded cone 905, is in the soffit region 906 above the structural door opening.

[0117] The LWC 907 comprises a lower steel plate 908 with reinforcing plates 909 welded to it. The plate parallel to the x-axis has a lifting eye 910 welded to it. A lifting rigging 911 is connected to the lifting eye.

[0118] The plate 908 has a hole 912 at each corner. The hole positions correspond exactly to the positions of the threaded cone 905. The assembly 907 is placed over the threaded cone 905. The lower nuts 913 are rotated upwards until they just contact the LWC. The upper nuts 914 are then activated, tightened down and tightened so that the assembly 907 is rigidly attached to the top of the frame 902.

[0119] The dimension x is set so that the centre of the elevator is just above the centre of gravity of the combined module and LWC. The chain length 911 is similarly adjusted so that the centre of the elevator is in the correct y position. Since the weight of the LWC is significant (>20%) relative to the steel frame, the CoG must be that of the combined system.

[0120] The crash deck is provided by impact resistant plates 915 overlying crushable material 916. The plates can be plywood or reinforced rubber. The plates can have hinged flaps over each corner to give access to the nuts 914. The crushable material can be organic (e.g. expanded polystyrene) or inorganic (e.g. foamed concrete). The plates 915 are fixed to the steel members 909 so that they do not work loose.

[0121] It is expected that wind blown rain will flow down the interior of the hoistway 901. A self-adhesive weatherproofing strip 917 is fixed to deflect water onto the plates 915, towards the funnel 918. A gradient can be formed on the plates 915 to encourage flow. The water can collect in the sump 918, or the water can be drained via the hose 919 into the bucket 920.

[0122] Removal of the LWC involves cutting the weatherproofing strip, raising the hinged corner flaps and unfastening the four corner nuts.

[0123] The LWC can additionally be provided with runners or rollers 921 to engage with the concrete wall 901. This can replace the runners or rollers on the top of the steel frame.

[0124] Access platforms can be required within the shaft to access: M30 nuts associated with piercing details; stabilizers that are unscrewed to fix the plan position relative to the shaft wall; vertical support brackets; joint lines between vertically aligned guide rails; vertical and horizontal landing door adjustments; fine tuning of guide rail brackets if movement occurs; and / or electrical connections.

[0125] These platforms can be pre-assembled in each module. The steel frame can include brackets to support the platforms. The platforms need to be designed so that they can be safely removed through an open elevator door. Ideally, the removal is non-destructive so that the platforms can be reused.

[0126] The access platforms can serve a second purpose. By attaching them to the frame via, for example, friction grip bolts, the access platforms can be used to help lock the shape of the module during transport and installation. The additional support provided by the access platforms can be used to reduce the member sizes in the permanent steel frame.

[0127] Any reference to "an" item refers to one or more of those items. The term "including" is used herein to mean including, but not limited to. The phrase "consisting essentially of" is used herein to mean including an identified list of method steps or elements but excluding additional steps or elements not specifically identified. The phrase "consisting of" is used herein to mean including an identified list of method steps or elements and excluding any additional steps or elements. The phrase "consisting essentially of" is used herein to mean including an identified list of method steps or elements but excluding additional steps or elements not specifically identified.

[0128] The steps of the methods described herein can be performed in any suitable order, or simultaneously where appropriate. The arrows between blocks in the figures show one example order of method steps, but are not intended to exclude other orders or parallel performance of multiple steps. Furthermore, individual blocks can be deleted from any of the methods without departing from the spirit and scope of the subject matter described herein. Aspects of any of the examples described above can be combined with aspects of any of the other described examples to form further examples without losing the sought effect.

[0129] Where a description has been explicitly disclosed separately for some individual features, any obvious combination of two or more of such features is also considered to be disclosed, provided that such features or combination is obvious and can be implemented as a whole based on the present description according to the common general knowledge of a person skilled in the art, regardless of whether such features or combination of features addresses any problem disclosed herein. In view of the above description, it will be apparent to a person skilled in the art that various modifications can be made within the scope of the present application.

Claims

1. A method for installing a modular elevator in a hoist shaft, comprising the following steps: The frame of the elevator is inserted into the elevator shaft, the frame including one or more stabilizers configured to protrude from the frame at an adjustable distance; The one or more stabilizers are adapted to contact the inner surface of the lift shaft and apply force to the inner surface of the lift shaft; wherein the frame is held in place by the force applied via the stabilizers.

2. The method according to claim 1, wherein, The frame includes a plurality of stabilizers arranged orthogonally to the longitudinal axis of the frame.

3. The method according to claim 1, wherein, The frame includes one or more of the following: a guide rail bracket; a guide rail; a door bracket; and / or a door assembly.

4. The method according to claim 1, wherein, The frame includes a vertical adjustment mechanism.

5. The method according to claim 1, wherein, The frame also includes one or more supports operable to secure the frame to the inner surface of the lift shaft.

6. The method according to any one of claims 1 to 5, further comprising the following additional steps: The subsequent frame of the elevator is inserted into the elevator shaft, the subsequent frame including one or more stabilizers and one or more supports; Adjust one or more vertical connecting elements to fix the subsequent frame vertically aligned with the frame; The one or more stabilizers of the subsequent frame are adapted to contact the inner surface of the lift shaft; The subsequent frame is secured to the inner surface of the lift shaft using one or more supports, wherein the subsequent frame is held in place by a force applied via the one or more supports; as well as Remove one or more of the vertical connecting elements.

7. The method according to any one of claims 1 to 5, wherein, The one or more stabilizers may individually or in combination include one or more of the following: The liner screwed out from the frame; A liner screwed out from the frame, wherein the liner is coated with adhesive; Adhesive and / or helical brackets between the frame and the lift shaft; and / or A slotted hole assembly including one or more sliding parts.

8. The method according to any one of claims 1 to 5, wherein, The framework also includes an elevator car.

9. The method according to any one of claims 1 to 5, wherein, The shape of the frame remains substantially unchanged during the installation process.

10. The method according to any one of claims 1 to 5, wherein, The one or more stabilizers are also operable to apply sufficient pressure to the inner surface of the lift shaft in order to adjust the frame to a predetermined shape.

11. A frame for a modular elevator, comprising: One or more stabilizers are configured to protrude from the frame at an adjustable distance to contact the inner surface of the lift shaft and apply force to the inner surface of the lift shaft; wherein, in use The frame is held in place by the force applied via the stabilizer.

12. The frame of claim 11, further comprising one or more accessories for: One or more guide rail brackets; One or more guide rails; One or more door supports; One or more gate groups.

13. The frame according to claim 11 further includes rolling elements and / or sliding elements.

14. The frame according to any one of claims 11 to 13 further includes one or more proximity platforms.

15. The framework according to claim 14, wherein, The one or more proximity platforms provide structural reinforcement to the frame.

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