Description:TECHNICAL FIELD
The present disclosure relates to a field of elevator systems. Moreover, the present disclosure relates to an aggregated elevator system and a method of operation of the aggregated elevator system.
BACKGROUND
Advancements in elevator systems have gained popularity over the years due to their important role in efficient vertical transportation in high-rise buildings and improved logistics in cargo handling. Elevators are indispensable in modern infrastructure, providing a safe and convenient means of moving between different floors of a building. The design and functionality of elevators have evolved significantly, with innovations in control systems, energy efficiency, and safety features. Despite these advancements, challenges remain. One key challenge is the limited flexibility in terms of elevator size and capacity. Elevators are typically designed with specific load capacities and spatial dimensions, which may not always meet the diverse needs of users.
Current elevator systems are designed with a fixed footprint and loading capacity. The limitation restricts the transportation of larger items or the accommodation of more passengers in a single elevator car, leading to inefficiencies and potential congestion in buildings. Therefore, solutions are needed to enhance the flexibility and adaptability of the elevator systems to better cater to the evolving demands of modern infrastructure.
Therefore, in light of the foregoing discussion, there exists a need to overcome the aforementioned drawbacks.
SUMMARY
The present disclosure relates to an aggregated elevator system and a method of operation of the aggregated elevator system. The present disclosure provides a solution to the technical problem of how to accommodate variable load capacities in a single elevator system and increase footprint areas and volumetric spatial capacity as per requirements. An aim of the present disclosure is to provide a solution that overcomes at least partially the problems encountered in the prior art and provide an improved elevator system that not only accommodates the variable load capacities but also increase the footprint areas and volumetric spatial capacity of the single elevator system. The present disclosure further provides an improved method of operation of the improved elevator system. Thus, the improved elevator system and the improved method of the present disclosure manifests a technical advancement as well as economic benefits.
One or more objectives of the present disclosure is achieved by the solutions provided in the enclosed independent claims. Advantageous implementations of the present disclosure are further defined in the dependent claims.
In one aspect, the present disclosure provides an aggregated elevator system. The aggregated elevator system includes a chassis. The aggregated elevator system further includes plurality of elevator cars positionable within the chassis, each elevator car comprising a collapsible structure movable between a deployed configuration forming an enclosed elevator car interior and a collapsed configuration, and a connection mechanism to releasably couple each elevator car to the chassis. Further, the aggregated elevator system includes a door system at each floor landing reconfigurable between a first configuration providing individual door openings aligned with each deployed elevator car, and a second configuration providing a combined door opening aligned with the chassis when the plurality of elevator cars are in the collapsed configuration and coupled to the chassis. The aggregated elevator system further includes a control system configured to operate each elevator car independently using an individual hoisting mechanism when each elevator car is deployed, and to operate the plurality of elevator cars as an aggregated unit using a combined hoisting capacity when the plurality of elevator cars are collapsed and coupled to the chassis.
The aggregated elevator system of the present disclosure has several significant technical effects.
The ability to transition between independent and aggregated modes allows the aggregated elevator system to adapt to varying transportation needs. The flexibility ensures optimal use of elevator resources, accommodating both passengers and large cargo without requiring separate elevator systems. The aggregated elevator system provides a significant increase in load capacity and spatial volume when elevator cars are aggregated. The increase in load capacity and spatial volume is particularly useful in scenarios where oversized items need to be transported, eliminating the need for alternative means such as external lifts or manual labour, and thus improving overall efficiency. The aggregated elevator system maximizes space utilization within the building by using same elevator well for multiple configurations. There is no need for additional space for larger elevator cars, as the existing infrastructure is used more efficiently. The ability to aggregate and disaggregate elevator cars reduces the need for multiple specialized elevators (e.g., separate passenger and service elevators). As the same set of elevator cars may fulfil multiple roles, leading to cost savings in both installation and maintenance. The aggregated elevator system may contribute to more efficient building designs by reducing the number of elevator shafts required to handle different capacities and functions. The reduction in elevator shafts allows for more usable floor space within the building. The design of the aggregated elevator system may be scaled to suit various building sizes and elevator configurations. The use of a larger chassis to host smaller elevator cars provides structural integrity and safety during the aggregation process. The aggregated elevator system’s control system ensures synchronized operation of hoisting mechanisms, reducing the risk of mechanical failures. The variable door mechanism improves accessibility and convenience. When in independent mode, smaller doors match the elevator cars, while in aggregated mode, a larger door provides easy access for large cargo. The versatility enhances user experience and operational efficiency. By operating multiple elevator cars independently during peak hours, the aggregated elevator system may reduce wait times and handle high passenger traffic efficiently. During off-peak hours or for specific needs, the elevator cars may be aggregated to transport large items, optimizing overall elevator usage. More efficient use of elevator cars may lead to energy savings, as the aggregated elevator system may adjust its configuration to minimize energy consumption based on current needs. Aggregating elevator cars for larger loads reduces the need for multiple trips, further conserving energy.
In another aspect, the present disclosure provides a method of operating an aggregated elevator system. The method includes deploying each elevator car from a plurality of elevator cars into a configuration forming an enclosed elevator car interior. The plurality of elevator cars is positionable within a chassis and each elevator car of the plurality of elevator cars is coupled with an individual hoisting mechanism. The method further includes operating each deployed elevator car independently using a respective individual hoisting mechanism. Further, the includes collapsing the plurality of elevator cars into a collapsed configuration and coupling each collapsed elevator cars to the chassis. The method further includes reconfiguring a door system to a second configuration providing a combined door opening aligned with the chassis when the plurality of elevator cars are in the collapsed configuration and coupled to the chassis. The door system is installed at each floor landing and is reconfigurable between a first configuration providing door openings aligned with each deployed elevator car, and the second configuration. Furthermore, method includes operating the plurality of elevator cars that is coupled and collapsed as an aggregated unit using a combined hoisting capacity of each individual hoisting mechanism.
The method of operating an aggregated elevator system has same technical effects as described above for the aggregated elevator system.
It is to be appreciated that all the aforementioned implementation forms can be combined. All steps which are performed by the various entities described in the present application as well as the functionalities described to be performed by the various entities are intended to mean that the respective entity is adapted to or configured to perform the respective steps and functionalities. It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative implementations construed in conjunction with the appended claims that follow.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1A is a diagram illustrating a perspective view of an aggregated elevator system, in accordance with an embodiment of the present disclosure;
FIG. 1B is a diagram illustrating a top view of an aggregated elevator system, in accordance with an embodiment of the present disclosure;
FIG. 2 is a block diagram illustrating a control system for the aggregated elevator system, in accordance with an embodiment of the present disclosure;
FIGs. 3 is a diagram illustrating a chassis of the aggregated elevator system, in accordance with an embodiment of the present disclosure;
FIG. 4A is a diagram illustrating a connection mechanism of an elevator car of the aggregated elevator system, in accordance with an embodiment of the present disclosure;
FIG. 4B is a diagram illustrating an elevator car with collapsed side walls, in accordance with an embodiment of the present disclosure;
FIG. 4C is a diagram illustrating an elevator car with deployed side walls, in accordance with the present disclosure;
FIG. 5A is diagram illustrating a door system in a first configuration, in accordance with an embodiment of the present disclosure;
FIG. 5B is a diagram illustrating a door system in a second configuration, in accordance with an embodiment of the present disclosure; and
FIG. 6 is a flowchart of a method of operation of the aggregated elevator system, in accordance with an embodiment of the present disclosure.
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those skilled in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION OF EMBODIMENTS
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
FIG. 1A is a is a diagram illustrating perspective view of an aggregated elevator system, in accordance with an embodiment of the present disclosure. With reference to FIG. 1A, there is shown an aggregated elevator system 100. The aggregated elevator system 100 includes a chassis 102. The aggregated elevator system 100 further includes a plurality of elevator cars 104 positionable within the chassis 102. In the illustrated embodiment of FIG. 1A, the plurality of elevator cars 104 includes a first elevator car 104A, a second elevator car 104B, a third elevator car 104C, a fourth elevator car 104D. However, in some other embodiments, the plurality of elevator cars 104 may include, but not limited to, two elevator cars, three elevator cars, five elevator cars, or six elevator cars. It should be noted that the number of elevator cars in the aggregated elevator system 100 may vary as per application requirement without limiting the scope of the present disclosure. Furthermore, the aggregated elevator system 100 includes a plurality of counterweights to balance the load of the chassis 102 and the plurality of elevator cars 104. The plurality of counterweights includes a first counterweight 108 of the first elevator car 104A, a second counterweight 110 of the second elevator car 104B, a third counterweight 112 of the third elevator car 104C, a fourth counterweight 114 of the fourth elevator car 104D. In some implementations, the plurality of counterweights may be dynamically adjusted based on the configuration of the plurality of elevator cars 104. For example, when the plurality of elevator cars 104 are aggregated, the aggregated elevator system 100 redistributes the weight or adjust the position of the plurality of counterweights to maintain balance. In an embodiment, each elevator car of the plurality of elevator cars 104 may include at least one counterweight to balance the load of each elevator car of the plurality of elevator cars 104. In another embodiment, the chassis 102 of the aggregated elevator system 100 may include a set of separate counterweights to balance the load of the chassis 102.
Further, the chassis 102 includes at least one combined hoisting mechanism 116 dedicated to the chassis 102. As illustrated in embodiment of FIG. 1A, the chassis 102 includes a combined hoisting mechanism 116 dedicated to the chassis 102. Having the combined hoisting mechanism 116 for the chassis 102 ensures better stability and control during operation. The chassis 102 serves as the structural backbone of the aggregated elevator system 100, and the combined hoisting mechanism 116 allows for precise movement and positioning of the chassis 102 within an elevator shaft.
Moreover, the first elevator car 104A of the plurality of elevator cars 104 further includes a first individual hoisting mechanism 118, the second elevator car 104B of the plurality of elevator cars 104 further includes a second individual hoisting mechanism 120, the third elevator car 104C of the plurality of elevator cars 104 further includes a third individual hoisting mechanism 122, and the fourth elevator car 104D of the plurality of elevator cars 104 further includes a fourth individual hoisting mechanism 124. The first individual hoisting mechanism 118 is connected to the first elevator car 104A and the first counterweight 108. The second individual hoisting mechanism 120 is connected to the second elevator car 104B and the second counterweight 110. The third individual hoisting mechanism 122 is connected to the third elevator car 104C and the third counterweight 112. The fourth individual hoisting mechanism 124 is connected to the fourth elevator car 104D and the fourth counterweight 114.
The present disclosure provides the aggregated elevator system 100 that enables aggregation of the plurality of elevator cars 104 into a single larger elevator car with a greater loading capacity, bigger footprint area, and larger volumetric spatial capacity. The aggregated elevator system 100 features the chassis 102 housing the plurality of elevator cars 104, each equipped with a collapsible structure. Each elevator car may transition between a deployed configuration, forming enclosed interiors, and a collapsed configuration for aggregation. The aggregated elevator system 100 includes a control system that exhibits versatility. When the plurality of elevator cars 104 are deployed, the control system operates each elevator car independently using individual hoisting mechanisms 118, 120, 122, 124. However, when increased load capacity or spatial requirements arise, the control system seamlessly aggregates each collapsed elevator car by coupling them to the chassis 102. Each collapsed elevator is formed by collapsing side walls of particular elevator (for e.g., collapsed side walls 106 of the third elevator 104C as shown in FIG.1) In the aggregated state, the control system utilizes the combined hoisting capacity of all individual mechanisms, enabling the transportation of larger items or accommodating a greater number of passengers. The aggregated elevator system 100 has a reconfigurable door system at each floor landing. The reconfigurable door system may provide individual door openings aligned with each deployed elevator car or a combined door opening when the plurality of elevator cars 104 are collapsed and coupled together, ensuring seamless accessibility, and enhancing user experience. The aggregated elevator system 100 offers a practical and efficient solution for diverse applications in residential, commercial, and public buildings.
The chassis 102 serve as the foundational structural framework supporting and containing the plurality of elevator cars 104. The robust framework not only provides essential support but also enables the aggregation and integration of individual elevator cars into a larger unit when necessary. The chassis 102 plays an important role in maintaining structural integrity, stability, and safety throughout the operation of the aggregated elevator system 100, whether the elevator cars are operating independently or combined. As the primary support structure, the chassis 102 unifies all components of the aggregated elevator system 100, facilitating smooth transitions between different configurations and ensuring consistent and reliable performance.
The term "elevator shaft" refers to the vertical passageway or enclosure in a building that houses the plurality of elevator cars 104 as they move between floors. It is the space through which the elevator travels and typically contains the guide rails, cables, and other mechanisms necessary for the elevator's operation.
Each elevator car of the plurality of elevator cars 104 (for example, the first elevator car 104A, the second elevator car 104B, the third elevator car 104C, the fourth elevator car 104D) refers to a self-contained unit designed for vertical transportation, capable of operating independently or being coupled with other elevator cars to form an aggregated unit with increased capacity and spatial dimensions. Each elevator car of the plurality of elevator cars 104 comprises a collapsible structure that can transition between a deployed configuration, forming an enclosed interior space, and a collapsed configuration for aggregation. Each elevator car of the plurality of elevator cars 104 is equipped with a connection mechanism that allows it to be releasably coupled to the chassis 102, facilitating the integration or separation of multiple units. Additionally, each elevator car of the plurality of elevator cars 104 has its own dedicated hoisting mechanism, enabling independent vertical movement when operated individually or contributing to the combined hoisting capacity when part of the aggregated unit. Each elevator car of the plurality of elevator cars 104 also includes a reconfigurable that aligns with the door openings at the floor landings, adapting to the operational mode, whether independent or aggregated.
Each elevator car has the connection mechanism that allows each elevator car to be securely attached to or detached from the chassis 102. In some implementation, this mechanism involves extendable locking rods that engage with corresponding cavities in the chassis 102. The connection mechanism is retracted, disengaging the locking rods from the chassis 102 cavities. This uncouples the plurality of elevator cars 104 from the chassis 102, allowing it to operate independently. Each elevator car operates using its own hoisting mechanism, allowing it to move independently to different floors. Operation of each elevator car is managed by the control system, ensuring efficient and safe vertical transportation.
Each of the plurality of counterweights refers to a collective group comprising multiple counterweights utilized within the aggregated elevator system 100. The plurality of counterweights is strategically employed to maintain equilibrium, whether it be in balancing the weight of individual elevator cars or managing the combined weight of the plurality of aggregated elevator cars 104 when they function as a unified entity.
Each counterweight of the plurality of counterweights (for example, the first counterweight 108, the second counterweight 110, the third counterweight 112, the fourth counterweight 114) refers to a weight or set of weights used to balance the load of the plurality of elevator cars 104. The counterweights are an essential component that help offset the weight of the chassis 102, the plurality of elevator cars 104 and their occupants, ensuring smooth and efficient operation during vertical movement. As the plurality of elevator cars 104 ascend or descend, the counterweights move in the opposite direction to counterbalance the weight, thereby reducing the amount of energy required for operation.
The combined hoisting mechanism 116 of the aggregated elevator system 100 refers to a specific system or set of equipment exclusively used to lift and lower the aggregated unit of elevator cars when they are combined into a single larger elevator car. This mechanism includes all necessary components to control the vertical movement of the entire aggregated elevator system 100. The individual hoisting mechanisms (for example the first individual hoisting mechanism 118, the second individual hoisting mechanism 120, the third individual hoisting mechanism 122, and the fourth individual hoisting mechanism 124) refer to the specific system or set of equipment used to lift and lower each individual elevator car within the aggregated elevator system 100. Each smaller elevator car has its own individual hoisting mechanism, which allows it to operate independently of the other cars.
FIG. 1B is a diagram illustrating a top view of an aggregated elevator system, in accordance with an embodiment of the present disclosure. FIG. 1B is described in conjunction with elements from FIG. 1A. With reference to FIG. 1B, there is shown a top view of the aggregated elevator system 100 having a door system 142. As illustrated, the aggregated elevator system 100 further includes a plurality of guide rails including a first guide rail 126 of the first elevator car 104A, a second guide rail 128 of the second elevator car 104B, a third guide rail 130 of the third elevator car 104C, and a fourth guide rail 132 of the fourth elevator car 104D. Each of the plurality of guide rails is slidably connected to a bracket supporting an elevator car of the plurality of elevator cars 104 by fixedly or removably attached with the elevator car of the plurality of elevator car 104. For example, a first bracket 134 is attached to the first elevator car 104A and slidably connected to the first guide rail 126. In another example, a second bracket 136 is attached to the second elevator car 104B and slidably connected to the second guide rail 128. In yet another example, a third bracket 138 is attached to the third elevator car 104C and slidably connected to the third guide rail 130. In yet another example, a fourth bracket 140 is attached to the fourth elevator car 104D and slidably connected to the fourth guide rail 132.
The plurality of guide rails serves as essential structural components positioned along the aggregate elevator system 100 shaft to guide and stabilize the movement of the aggregate elevator system 100. Each guide rail of the plurality of guide rails (for example, the first guide rail 126, the second guide rail 128, the third guide rail 130, and the fourth guide rail 132) refers to structural element installed along the vertical length of the elevator shaft to direct and stabilize the elevator car's movement. Each guide rail ensures smooth and accurate vertical travel by preventing lateral displacement and maintaining the elevator car's alignment.
Each bracket (for example, the first bracket 134, the second bracket 136, the third bracket 138, and the fourth bracket 140) refers to two structural components used in each elevator car and the aggregated elevator system 100 to secure and stabilize the connections between guide rails. Each bracket is installed at intervals along the elevator shaft, providing support to ensure that the plurality of guide rails remain properly aligned and securely fastened. Each bracket facilitates maintaining the integrity and stability of the guide rail, allowing for smooth and precise vertical movement of each elevator car.
The door system 142 of the aggregated elevator system 100 refers to versatile mechanism at each floor landing, adjustable to different operational modes. During independent operation of the aggregated elevator system 100, the door system 142 offers distinct door openings for each deployed elevator car, enabling individual passenger access. In aggregated mode, the door system 142 seamlessly transitions to reveal a unified, expanded door opening matching the combined width of the aggregated elevator car 100. The door system 142 at each floor landing is reconfigurable between a first configuration providing individual door openings aligned with each deployed elevator car, and a second configuration providing a combined door opening aligned with the chassis 102 when the plurality of elevator cars 104 are in the collapsed configuration and coupled to the chassis 102. In the first configuration, the system 100 provides separate door openings for each deployed elevator car. This arrangement allows passengers to access each car independently when they operate separately. Transitioning to the second configuration occurs when each of the elevator cars are collapsed and coupled to the chassis 102. In the second configuration, the door system 142 aligns to create a single, larger door opening that matches the width of the aggregated elevator car 100.
In operation, as the elevator car (for example, the first elevator car 104A) ascends, its corresponding counterweight (in this case, the first counterweight 108) descends, and vice versa. The opposite movement is achieved through hoisting mechanism (for e.g., the first individual hoisting mechanism 118). The counterweights are generally housed in the same elevator shaft or a parallel shaft, connected to their respective elevator cars via these cables. When the elevator car (for example, the first elevator car 104) moves up, the counterweight moves down, which helps to balance the overall. The balance reduces the strain on the motor and cables of the hoisting mechanism, ensuring that less energy is required for the operation, thereby making it more efficient and conserving energy. The plurality of guide rails provides a fixed vertical path for the elevator cars to travel along within the chassis 102. For example, the first elevator car 104 moves upward, the first guide rail 126, supported by the first brackets 134, ensures it stays aligned and stable. The plurality of brackets is strategically placed at intervals along the height of the elevator shaft to provide consistent support and stability. By securely holding the guide rails, the brackets contribute to the overall stability of the elevator system. This stability is particularly important during the movement of each elevator car. Stable guide rails prevent lateral movement and ensure that each elevator car travel in a straight vertical path. The guide rails work in conjunction with the supporting brackets and the plurality of counterweights. While the counterweights balance the load and reduce energy consumption, the guide rails and brackets ensure that each elevator car move smoothly and safely within the elevator shaft.
In case of the aggregated elevator system 100 where the plurality of elevator cars 104 are aggregated to form a single larger unit within the chassis 102, the plurality of counterweights are collectively used to balance the combined weight of the aggregated elevator system 100 and any additional load carried by the aggregated elevator system 100. In some implementations, one or more additional counterweights i.e., the fifth counterweight 144 and the sixth counterweight 146 may be used to balance the combined weight of the aggregated elevator system 100 and any additional load carried by the aggregated elevator system 100, ensuring that the aggregated elevator system 100 remains balanced and stable even under heavy loads. By maintaining the balance, the counterweights help to ensure smooth and safe operation, which is crucial during peak usage times or when transporting bulky items.
FIG. 2 is a block diagram illustrating a control system for the aggregated elevator system, in accordance with an embodiment of the present disclosure. FIG. 2 is described in conjunction with elements from FIG. 1A and FIG. 1B. With reference to FIG. 2, there is shown a block diagram 200 depicting a control system 202 for the aggregated elevator system 100. The control system 202 includes a user interface 204, a supervisory controller 206, a door controller 208 and an elevator car controller 210. The user interface 204 is communicatively connected to the supervisory controller 206. Further, the supervisory controller 206 is communicatively connected with the door controller 208 and the elevator car controller 210. The door controller 208 is communicatively connected with the door system 142 (of FIG. 1B). Specifically, the door system 142 includes the door controller 208. The elevator car controller 210 is communicatively connected to a hoisting mechanism controller 214, the plurality of elevator cars 104 and a set of actuators 220. The hoisting mechanism controller 214 is communicatively connected the individual hoisting mechanisms 118, 120, 122, 124 and the combined hoisting mechanism 116.
The control system 202 oversees the operation and functionality of the aggregated elevator system 100. The control system 202 ensures seamless communication and coordination between various subsystems and components of the aggregated elevator system 100 to provide efficient, safe, and reliable vertical transportation of each individual elevator car of the aggregated elevator car. The control system 202 may refer to one or more individual processors, processing devices, and various elements associated with a processing device that may be shared by other processing devices. Additionally, the one or more individual processors, processing devices, and elements are arranged in various architectures for responding to and processing the instructions that drive the aggregated elevator system 100.
The user interface 204 serves as the medium through which users interact with the control system 202. The user interface 204 enables users to input commands, select desired modes of operation for the aggregated elevator system 100, and receive feedback or status information. Specifically, the user interface 204 allows passengers to select destination floors, request the elevator car, and monitor the status of the elevator car, including its current location and operational mode. By facilitating these interactions, the user interface 204 ensures that users can efficiently and effectively utilize the aggregated elevator system 100, enhancing overall user experience and operational efficiency.
The supervisory controller 206 manages the overall operation of the aggregated elevator system 100 by coordinating the various sub-systems and components, ensuring seamless and efficient performance. The supervisory controller 206 processes inputs from the user interface 204, assimilates data from sensors and other control elements, and implements operations configured to optimize the aggregated elevator system 100 functionality. Further, the key responsibilities of the supervisory controller 206 include managing the deployment and aggregation of the plurality of elevator cars 104, ensuring safe operation protocols are followed, and synchronizing the activities of the door controller 208, the elevator car controller 210, and the hoisting mechanism controller 214.
The door controller 208 refers a controller manages the door system 142 at each floor landing, enabling the transition between individual door openings for deployed elevator cars and a combined door opening for the aggregated unit. The elevator car controller 210 refers to controller that facilitates the operation of the individual elevator cars, including their deployment, collapse, and coupling/uncoupling with the chassis 102.
The hoisting mechanism controller 214 of the control system 202 is configured to manage the individual hoisting mechanisms 118, 120, 122, 124 that are dedicated to each elevator car for an independent operation, as well as the synchronized operation of these hoisting mechanisms, i.e., the combined hoisting mechanism 116, in order to provide a combined hoisting capacity for the aggregated unit.
The actuators 220 within the aggregated elevator system 100 are used to translate control signals from the control system 202 into physical movements. The physical movements are pivotal for precise control over the plurality of elevator cars 104 and doors of the door system 142. The actuators 220 execute commands issued by the supervisory controller 206, facilitating actions like such as door operations, extension rod or bolt lock deployment, and adjustment of positions of mechanical components.
In operation, the control system 202 is configured to operate each elevator car independently using the individual hoisting mechanisms 118, 120, 122, 124 when each elevator car is deployed, and to operate the plurality of elevator cars 104 as an aggregated unit using a combined hoisting capacity when the plurality of elevator cars 104 are collapsed and coupled to the chassis 102. When each elevator car is in its deployed configuration, forming an enclosed interior, the control system 202 operates each elevator car independently using the individual hoisting mechanisms 118, 120, 122, 124 corresponding to each elevator car. Specifically, the control system 202 communicates with the hoisting mechanism controller 214 and controls the individual hoisting mechanisms 118, 120, 122, 124 associated with each deployed elevator car. The individual hoisting mechanisms 118, 120, 122, 124 associated with each deployed elevator car receives requests for movement (e.g., floor selection) from passengers inside each deployed car or in some examples, an operator in a back office outside the plurality of elevator cars 104. Based on the request, the control system 202 independently operates the hoisting mechanism of that specific elevator car to move it up or down the hoist way to a preselected floor.
In some implementations, the control system 202 is configured to control the opening and closing of the door system 212 at the appropriate floor landing, aligning with the door of the specific deployed elevator car. The process is repeated for each deployed elevator car, independently operating their respective hoisting mechanisms and door alignments.
In an implementation, when the plurality of elevator cars 104 are in collapsed configuration and coupled to the chassis 102 using the connection mechanisms (e.g., extendable locking rods), the control system 202 operates them as an aggregated unit with a combined hoisting capacity. In some implementations, in collapsed configuration mode, the control system 202 synchronizes the operation of the individual hoisting mechanisms 118, 120, 122, 124 of each collapsed and coupled elevator car to collectively hoist the plurality of elevator cars 104 when in the aggregated unit. However, in some other implementations, in collapsed configuration mode, the control system 202 operates the combined hoisting mechanism 116 to operate the plurality of elevator cars 104 as the aggregated unit. In some other implementations, in collapsed configuration mode, the control system 202 is configured to synchronize the combined hoisting mechanism 116 and the operation of the individual hoisting mechanisms 118, 120, 122, 124 of each collapsed and coupled elevator car to operate the plurality of elevator cars 104 as the aggregated unit. In other words, the control system 202 coordinates the combined hoisting capacity of the plurality of elevator cars 104 and any dedicated hoisting mechanism of the chassis 102 itself. Requests for movement are received and processed as a single aggregated unit. The control system 202 then collectively operates and synchronizes all the individual hoisting mechanisms to move the entire aggregated unit up or down as a single entity.
In some implementations, at each floor, the control system 202 is configured to reconfigure the door system 212 to provide a combined larger door opening aligned with the chassis 102, instead of individual doors for each elevator car. The alignment allows passengers to enter/exit the aggregated unit through the combined door opening. By operating the plurality of elevator cars 104 either independently (i.e., using the individual hoisting mechanisms 118, 120, 122, 124) or as an aggregated unit (i.e., using the combined hoisting mechanism 116), the control system 202 optimize efficiency, capacity, and flexibility of the aggregated elevator system 100, such as based on the specific operational requirements and passenger demands at any given time.
Beneficially, synchronizing the individual hoisting mechanisms 118, 120, 122, 124 to work together as a single unit increases the overall lifting capacity of the aggregated elevator system 100. Moreover, in some implementations, the combined hoisting mechanism 116 along with the individual hoisting mechanisms 118, 120, 122, 124 allows the aggregated elevator system 100 to transport more passengers or heavier loads in a single trip, improving the aggregated elevator system 100 throughput. In some implementations, the distribution of the load across multiple hoisting mechanisms facilitates the aggregated elevator system 100 to operate more efficiently. The distribution reduces the strain on individual motors and components, potentially lowering energy consumption and extending the lifespan of the machinery. The aggregated elevator system 100 may switch between independent and aggregated modes based on demand. During peak hours, an aggregated mode may be used to handle larger crowds quickly, while during off-peak times, an independent mode may provide more personalized service. Buildings with varying traffic patterns may benefit from this flexibility.
For example, during events or high-traffic periods, the aggregated elevator system 100 may adapt to transport large numbers of people efficiently. The synchronization ensures that the load is evenly distributed among all hoisting mechanisms, preventing uneven stress and reducing the risk of mechanical failure or accidents. Coordinated movement of the plurality of elevator cars 104 reduces jerks and sudden movements, providing a safer and more comfortable ride for passengers. By operating as the aggregated unit during high demand periods, the aggregated elevator system 100 may reduce waiting times for passengers, improving overall satisfaction. The ability to operate independently when needed allows for more precise control over service levels, catering to passengers' specific needs and destinations without unnecessary stops.
FIG. 3 is a diagram illustrating a chassis of the aggregated elevator system, in accordance with an embodiment of the present disclosure. FIG. 3 is described in conjunction with elements from FIGs. 1A, 1B and 2. With reference to FIG. 3, there is shown a perspective view of the chassis 102 of the aggregated elevator system 100. The chassis 102 is shown with respect to an X axis, a Y axis orthogonal to the X axis, and a Z axis orthogonal to the X axis and Y axis. The chassis 102 is hollow structure that houses the plurality of elevator cars 104 and associated mechanisms. In the illustrated embodiment of FIG. 3, the chassis 102 has a hollow cuboid shape with an open top side and an open bottom side. Specifically, the chassis 102 has two square frames 300 in a X-Y plane of the chassis 102 located at either ends of the chassis 102. Each square frame of the chassis 102 includes chassis members 302 extending from a middle of each side of each square frame coupled at a center of each square frame 300, depicting a mathematical sign of summation i.e., plus (+). Further, each of the square frames 300 of the chassis 102 are fixedly coupled by three vertical bars from two sides in a Y-Z plane of the chassis 102 and one side in an X-Z plane of the chassis 102. A remaining side of the chassis 102 is left open to install a sliding-folding door 304 for entry/exit from each individual elevator car or the aggregated elevator car. A height of the chassis 102 extends in a direction parallel to the Z axis.
The chassis 102 includes a set of locking cavities 306 that are positioned on the chassis members 302 in a direction parallel to the Y axis of the chassis 102 and on an inner side of each square frame of the chassis 102. Due to illustration constraints, the set of locking cavities 300 are illustrated only in the direction parallel to the Y axis. However, in some implementations, the set of locking cavities 300 may also be positioned in a direction parallel to the X axis of the chassis 102 in a similar way. In some implementations, each locking cavity of the set of locking cavities 306 is positioned equidistance from one another in corresponding directions. The set of locking cavities 306 is configured to accommodate a set of extendable locking rods (shown in FIG. 4A) to enable the plurality of elevator cars 104 to be securely connected or locked together with the chassis 102, creating a larger, combined structure.
The sliding door 304 allows for convenient access to the interior of the aggregated elevator system 100. The sliding door 304 is securely attached to the chassis 102, enabling it to slide open or closed smoothly. The sliding door 304 facilitates easy entry and exit, as well as efficient loading and unloading of materials or equipment.
FIG. 4A is a diagram illustrating connection mechanism of elevator car, in accordance with an embodiment of the present disclosure. FIG. 4A is described in conjunction with elements from FIGs. 1A, 1B, 2 and 3. With reference to FIG. 4A, there is shown an elevator car (as illustrated, the first elevator car 104A). The first elevator car 104A includes a plurality of extendable locking rods 400A, side walls (as illustrated, a side wall 402A), and a sliding panel 404A. It is to be noted that only one side wall is depicted in the FIG. 4A due to illustration constraints.
In an implementation, the connection mechanism of each elevator car includes the plurality of extendable locking rods 400A to engage corresponding set of locking cavities 306 in the chassis 102. The plurality extendable locking rods 400A is configured to securely coupling the elevator car to the chassis 102. The plurality extendable locking rods 400A may be made of durable materials like steel or aluminium to withstand the weight and forces involved in the operation of the elevator car. For example, when the elevator car (for example the first elevator car 104A) needs to be connected to the chassis 102, the plurality of extendable locking rods 400A can be extended outward from the sides of the elevator car (in this case first elevator car 104A). The precise mechanism for extending the plurality extendable locking rods 400A may involve hydraulic, pneumatic, or electromechanical systems, depending on the specific design of the plurality extendable locking rods 400A. The set of locking cavities 306 in the chassis 102 are strategically positioned and sized to receive the plurality of extendable locking rods 400A safely. As the rods are inserted into these cavities, they create a secure and rigid connection between the elevator car and the chassis, effectively locking the two components together. The locking mechanism ensures that the elevator car (in this case, the first elevator car 104A) remains firmly attached to the chassis 102 during operation, preventing any unintended movement or separation that could compromise safety and stability. The engagement between the plurality of extendable locking rods 400A and locking cavities 306 also helps distribute the weight and forces evenly across the connection points, enhancing the overall structural integrity of the aggregated elevator system 100. The sliding panel 404A on the elevator car (in this case, the first elevator car 104A) serves as the primary access point for passengers or cargo to enter and exit the elevator car 104A. When the elevator car 104A is securely connected to the chassis 102, the sliding panel 404A can be opened to allow safe boarding and disembarking. The side wall 402A is one of the structural components of the elevator car, providing a solid enclosure and support for the internal components and passengers. While only one side wall is depicted due to illustration constraints, it is understood that the elevator car would 104A have multiple side walls, potentially made of durable materials like steel or reinforced panels. In an implementation, each elevator car further includes the side walls 402A forming part of the collapsible structure. Collapsible structures allow for efficient use of space within the elevator shaft. Multiple elevator cars may fit within a single chassis, optimizing vertical transportation in the building. Independent operation enables different elevator cars to serve different floors simultaneously, reducing wait times and improving traffic flow. Aggregated operation allows for transporting larger groups or bulky items more efficiently. The automated connection mechanism ensures secure coupling and uncoupling of the plurality of elevator cars 104, reducing the risk of mechanical failures or human errors. The modular nature of the aggregated elevator system 100 allows for easy assembly, disassembly, and reconfiguration of the components. The elevator cars from plurality of elevators car 104 can be attached or detached from the chassis 102 by simply extending or retracting the plurality of extendable locking rods 400A, enabling efficient maintenance, replacement, or reconfiguration of the aggregated elevator system 100 as needed.
In an implementation, the connection mechanism includes the actuators 220 to extend and retract the locking rods between a coupled configuration locking each elevator car to the chassis 102 and an uncoupled configuration. Use of the actuators 220 allows for automated extension and retraction of the set of locking rods 400A, which may be controlled remotely or programmed to occur at specific times. Further, the actuators 220 provide precise control over the movement of the locking rods, ensuring consistent and reliable coupling and uncoupling. The use of actuators speeds up the coupling and uncoupling process, reducing downtime, and improving the overall efficiency of the aggregated elevator system 100. The ability to quickly and reliably switch between coupled and uncoupled configurations allows the aggregated elevator system 100 to adapt to different operational needs, such as moving large groups or operating individual cars for different destinations. In some other implementation, connection mechanisms may include, but not limited to, interlocking hooks, magnetic couplings, hydraulic clamps, or locking pins as per the required application.
FIG. 4B is a diagram illustrating an elevator car with collapsed side walls, in accordance with an embodiment of the present disclosure. FIG. 4B is described in conjunction with elements from FIGs. 1A, 1B, 2, 3 and 4A. With reference to FIG. 4B, there is shown an elevator car (in this case, the first elevator car 104A) with collapsed side walls. The elevator car 104A includes a plurality of housing 402B for the plurality of extendable locking rods 400A.
The side walls of the elevator car 104A are shown in a collapsed or folded position. The feature allows the side walls to be compactly retracted, reducing the overall footprint of the elevator car during transportation or storage. The collapsed state allows for a more compact configuration of the elevator car, facilitating easier transportation and storage when the elevator car is not in use or during the assembly/disassembly process. The plurality of extendable locking rods 400A, which are used to secure the elevator car 104A to the chassis 102, are housed within the plurality of housings 402B when the side walls are collapsed. The plurality of housings 402B ensures that the extendable locking rods 400A are safely stored and protected during transportation or storage. Reduced overall footprint and size during transportation and storage, making it easier to handle and move the elevator car 104A when not in use. Efficient use of space, as the collapsed state minimizes the required storage area or transportation volume.
FIG. 4C is diagram illustrating an elevator car with deployed side walls, in accordance with an embodiment of the present disclosure. FIG. 4C is described in conjunction with elements from FIGs. 1A, 1B, 2, 3, 4A, and 4B. With reference to FIG. 4C, there is shown an elevator car (in this case, the first elevator car 104A) with deployed side walls. The elevator car 104A includes the plurality of housing 402B, and a plurality of deployed side walls 402C. The elevator car 104A represents an elevator car in its operational configuration with the side walls fully extended. The side walls 402B of the elevator car 104A are deployed, forming the enclosure for the elevator car's interior space. The plurality of housing 402B for the extendable locking rods 400A is used to store extendable locking rods 400A when not in use or during the collapsed state of the elevator car. The plurality of deployed side walls 402C transform the elevator car 104A from its compact, collapsed state (as illustrated in FIG. 4B) to its fully operational state, ready to transport passengers or cargo. The deployed side walls provide the necessary enclosure and structural integrity for safe and secure operation of the elevator car. When the side walls are deployed, they likely slide or unfold outward from their collapsed position, guided by a mechanism integrated into the car's frame. The deployment mechanism ensures that the side walls are securely locked in place and properly aligned, creating a stable and sturdy enclosure. With the side walls extended, the elevator car can accommodate passengers or cargo within its interior space. The deployed side walls also serve as a barrier, separating the elevator car's interior from the external environment and ensuring the safety of the occupants during operation. The presence of the plurality of housing 402B for the plurality of extendable locking rods 400A in both the collapsed and deployed states indicates that these housings are a permanent part of the elevator car's structure, designed to securely hold the extendable locking rods when they are not in use or during transportation and storage. The transition between the collapsed and deployed states of the side walls allows for efficient transportation, storage, and assembly of the elevator car, while also enabling the car to transform into its fully operational configuration when required, ensuring a flexible and adaptable design to meet various deployment scenarios.
In deployed configuration, one or more elevator cars from the plurality of elevator cars 104 creates an enclosed space suitable for transporting passengers or cargo. side walls are fully extended to form a standard elevator car interior that function independently. In collapsed configuration, one or more elevator cars from the plurality of elevator cars 104 are compacted to occupy less space. The side walls fold or slide against one wall, reducing the overall volume of the elevator car. This allows multiple cars to fit within the chassis 102 without overlapping.
FIG. 5A is diagram illustrating door system in a first configuration, in accordance with an embodiment of the present disclosure. FIG. 5 is described in conjunction with elements from FIGs. 1A, 1B, 2, 3, 4A, 4B and 4C. With reference to FIG. 5, there is shown an elevator car (in this case, the first elevator car 104A) and a door system 142 in the first configuration on a floor landing 508A.The door system 142 in the first configuration further includes a landing side sliding-folding door 502A, one or more folding panels 504A, column end of sliding folding panel 506A. The elevator car (in this case, the first elevator car 104A) includes a sliding door 510A, and a sliding folding side wall 512A.
The landing side sliding-folding door 502A represents the door panel on the landing side that can slide and fold, allowing access to the elevator car when it arrives at a specific landing or floor. The sliding folding side wall 512A is the sliding wall located on the elevator car (in this case, the first elevator car 104A) itself, which can open and close to permit entry and exit of passengers or cargo. The one or more folding panels 504A is part of the door system 142 and can slide-fold open or closed to provide access to the elevator car from the floor landing 508A. The column end of the sliding folding panel 506A is part of the structural frame or column that supports and guides the sliding and folding mechanism of the landing door panel. The landing 508A represents the designated area or floor where the elevator car stops to allow passengers or cargo to board or disembark.
In the first configuration, an individual door openings configuration is used when each elevator car from the plurality of elevator cars 104 are operating independently. Each elevator car is deployed and functions as a separate unit. The door openings at each floor align individually with each elevator car from the plurality of elevator cars 104 i.e. each deployed elevator car has its own dedicated door opening at each floor. The first configuration is ideal during periods of normal or low traffic when personalized, specific service to different floors is required. Each elevator car from the plurality of elevator cars 104 functions separately, each serving different floors or passengers independently. For example, in the first configuration imagine a hospital where each elevator car serves different departments. In the first configuration, the folding panels create separate door openings for each deployed elevator car from the plurality of elevator cars 104, allowing patients and staff to reach their specific destinations without overlap.
When the elevator car (in this case the first elevator car 104A) arrives at a specific floor landing, the landing side sliding-folding side door 502A and the landed side sliding sub-panel 506A can slide and fold open, creating an entryway from the landing area. Simultaneously, the sliding folding side wall 512A on the elevator car (in this case the first elevator car 104A) slide open, aligning with the opened landing door to provide a seamless transition for passengers or cargo to enter or exit the car. The coordinated movement of the sliding and folding doors and panels ensures a smooth and efficient boarding and disembarking process, while also maintaining a secure enclosure for the elevator car when it is in operation or in transit.
For example, in first configuration, imagine a hospital where each elevator car serves different departments. In the first configuration, the folding panels create separate door openings for each deployed elevator car, allowing patients and staff to reach their specific destinations without overlap. In second configuration mode, during an emergency or high-traffic period, the hospital may need to transport large groups of people quickly. The elevator cars collapse into a single unit, and the folding panels reconfigure to form one large door opening. This allows the aggregated elevator system 100 to function as a high-capacity elevator, moving more people at once.
FIG. 5B is a diagram illustrating a door system in a second configuration, in accordance with an embodiment of the present disclosure. With reference to FIG. 5B there is shown the door system 142 in the second configuration. The door system 142 in the second configuration includes the one or more folding panels 504A and a floor landing 504B. The second configuration provides a combined door opening aligned with the chassis 102 when the plurality of elevator cars 104 is in the collapsed configuration and coupled to the chassis 102. The second configuration i.e., the combined door opening is used when each elevator car from the plurality of elevator cars 104 are in collapsed configuration and operating as a single, aggregated unit. Each elevator car from the plurality of elevator cars 104 is moved into a collapsed configuration and coupled to the chassis 102, forming a single, larger elevator unit. The door openings at each floor are reconfigured to align with the combined, larger door opening of the chassis 102.
In operation, the control system 202 modifies the configuration of the landing doors. The reconfiguration process involves unlocking the column ends of the sliding-folding doors from their fixed positions on the floor landing and ceiling of the landing. After unlocking, the landing doors are adjusted to span the full width, matching the full span of the aggregator chassis door opening. The second configuration ensures that the entire opening is aligned with the chassis 102. The second configuration is useful during peak traffic times, such as morning and evening rush hours, where the need to move large numbers of people efficiently is paramount.
Referring to FIGs. 5A and 5B, the door system 142 comprises the one or more folding panels 504A at each landing, the one or more folding panels 504A configurable between the first configuration defining a plurality of smaller door openings 500A, and the second configuration defining the combined door opening 500B. The folding panels 504A may be moved and adjusted to create different door openings depending on the operational mode of the elevator cars. The folding panels may be moved and adjusted to switch between the first configuration and the second configuration. In an example, switching between first configuration and the second configuration may involve folding, sliding, or repositioning the folding panels to change the size and number of door openings. The second configuration is used when the elevator cars are collapsed into a single unit and coupled to the chassis 102. The elevator cars are collapsed and operate together as one large elevator unit. The folding panels are reconfigured to form one large, combined door opening that aligns with the aggregated unit formed by the collapsed elevator cars. By treating the collapsed elevator cars as a single unit, the system maximizes capacity and minimizes waiting times.
FIG. 6 is a flowchart of a method of operating an aggregated elevator system, in accordance with an embodiment of the present disclosure. FIG. 6 is described in conjunction with elements from FIGs. 1A, 1B, 2, 3, 4A, 4B, 4C and 5. With reference to FIG. 6, there is shown a flowchart of a method 600. The method 600 may include steps 602 to 612.
At step 602, the method 600 includes deploying each elevator car from a plurality of elevator cars 104 into a configuration forming an enclosed elevator car interior. The plurality of elevator cars 104 is positionable within a chassis 102 and each elevator car of the plurality of elevator cars 104 is coupled with an individual hoisting mechanism. During deployment, the elevator car transitions into a configuration that forms an enclosed interior, suitable for carrying passengers or cargo. The plurality of elevator cars 104 is initially positioned within the chassis 102. The chassis 102 serves as the structural support that houses the elevator cars when they are not deployed. The design of the chassis 102 allows it to hold multiple elevator cars securely. Each elevator car in the aggregated elevator system 100 is coupled with its own individual hoisting mechanism. Hence, every elevator car has a dedicated system for vertical movement, allowing it to operate independently when necessary. The individual hoisting mechanisms ensure that each car can move smoothly and safely within the elevator shaft. The elevator cars 104 are in a collapsed or stowed state within the chassis 102. The deployment process be done either manually or electronically. Each elevator car is decoupled from the chassis 102 by retracting locking extending rods that initially secure the cars within the chassis 102. The side walls of each elevator car are extended to form a complete enclosure. This can be done manually or using electro-mechanical actuators. Once the walls are deployed, they are secured to the top and bottom of the elevator car, ensuring structural integrity and safety. The elevator car is now ready for independent operation, with its own hoisting mechanism facilitating vertical movement. The aggregated elevator system 100 also includes reconfigurable landing doors that align with the deployed elevator cars. This ensures that when the car reaches a floor, the doors open seamlessly to allow passengers to enter and exit safely. The aggregated elevator system 100 offers flexibility by deploying elevator cars independently, adapting to varying passenger loads and spatial requirements. Each elevator car has an individual 212 hoisting mechanism, reducing wait times and enhancing efficiency. Customizable deployment (manual or electronic) and reconfigurable landing doors provide seamless integration with building design. The design enables cost-effective maintenance and scalability, accommodating changing needs, making it a versatile elevator solution.
In an implementation, the method 600 further includes retracting the connection mechanism to uncouple the plurality of elevator cars from the chassis 102 prior to deploying each elevator car. Before deploying an elevator car, it's important to identify which car needs to be deployed and ensure that all other cars are properly secured within the chassis 102. This may involve referencing the control system 202 to determine the location of each elevator car and the desired sequence for deployment. Each elevator car is equipped with a connection mechanism that locks it in place within the chassis 102. The connection mechanism consists of locking rods or similar components that engage with corresponding cavities or fittings in the chassis to secure the car. To uncouple the elevator car from the chassis 102, the locking mechanism must be disengaged. The uncoupling may be achieved by activating a retraction mechanism associated with the connection mechanism. Depending on the design of the elevator car, connection mechanism may be operated manually using knobs or levers, or electronically using linear actuators or motors. As the retraction mechanism is activated, the locking rods or similar components retract from their engaged positions within the chassis. It's important to monitor this process to ensure that the connection is fully released and that there are no obstructions preventing the elevator car from moving freely. Once the connection mechanism has been retracted, the elevator car should be visually inspected to confirm that it is no longer coupled to the chassis. The coupling may involve checking for any remaining engagement points or visually confirming that the car is free to move within the chassis. With the connection mechanism fully retracted and the elevator car uncoupled from the chassis, it can now be safely deployed using the elevator's hoisting mechanism. The elevator car may be raised or lowered to the desired position within the elevator shaft, ready for use.
At step 604, the method 600 includes operating each deployed elevator car independently using a respective individual hoisting mechanism. Each elevator car is equipped with its own hoisting mechanism, which may be a cable-based system, hydraulic system, pneumatic system, or another type of hoisting mechanism. The mechanism is activated to initiate the movement of the elevator car. For example, when a passenger or cargo needs to be transported between floors, user press a button on the elevator car’s control panel corresponding to their desired destination floor. The call signal is detected by the control system 202. The control system 202 determines which elevator car is best positioned to respond to the call signal based on factors such as the current location of the elevator cars and their direction of travel. Once the appropriate elevator car has been assigned by the control system 202, its doors open to allow passengers or cargo to enter. Passengers or cargo enter the elevator car, and the doors close once everything is inside. Passengers select their desired destination floor using the buttons inside the elevator car. The control system 202 of the elevator car coordinates the operation of the hoisting mechanism for the selected elevator car. The control system 202 controls the speed and direction of movement to ensure a smooth and safe ride between floors. When the elevator car reaches the destination floor, the hoisting mechanism is stopped, and the doors open to allow passengers or cargo to exit. After passengers or cargo have exited, the elevator car returns to its designated base floor to await its next assignment.
At step 606, the method 600 includes collapsing the plurality of elevator cars 104 into a collapsed configuration. The collapsed configuration refers to each elevator car being adjusted to occupy a smaller footprint or volume than its usual state. The process involves folding or retracting side walls, collapsing internal structures, or adjusting components to reduce the overall size. Activate the collapsing mechanism for each elevator car. The activation of collapsing mechanism can be done manually using levers or buttons, or it can be automated through electro-mechanical systems controlled by the control system 202. Collapsing side walls utilize the actuators 220 to collapse the side walls of each elevator car. The actuators 220 can fold, retract, or collapse the walls inward towards the centre of the elevator car. By collapsing the side walls, reduce the overall width of each elevator car, allowing them to fit closely together within the chassis 102. when the side walls are collapsed, secure them in place using mechanisms such as latches, locks, or other securing devices. Ensure that the collapsed configuration remains stable and secure during transportation or storage. If the elevator cars are coupled to the chassis 102 using extendable locking rods or similar mechanisms, retract these rods to disengage the cars from the chassis 102. The disengagement is essential to allow the collapsed elevator cars to be separated from the chassis 102 for storage or transportation. It is ensured that each collapsed elevator car is properly aligned within the chassis to maximize space utilization and stability during storage or transportation. Proper alignment prevents shifting or movement of the elevator cars, reducing the risk of damage during transit.
At step 608, the method 600 includes coupling each collapsed elevator cars to the chassis 102. In order to couple each collapsed elevator cars to the chassis 102, it must be ensured that each collapsed elevator car is positioned correctly within the chassis 102, aligned with the designated attachment points Further, the coupling mechanism for each collapsed elevator car is activated. The coupling mechanism may include plurality of extendable locking rods 400A, pins, or other fastening devices. Furthermore, verification of coupling points on each collapsed elevator car is done. The verification ensures that each collapsed elevator car align accurately with the corresponding attachment points on the chassis 102. Engage the coupling mechanism by ensuring that the attachment points on the collapsed elevator car securely connect with the corresponding points on the chassis. Once engaged, lock the coupling mechanism securely to prevent disengagement during operation. This may involve using locking pins, bolts, or other fasteners. Conduct thorough testing to ensure that each collapsed elevator car is securely coupled to the chassis 102. Apply stress tests or load tests to confirm the stability and integrity of the coupling.
In an implementation, the coupling of each collapsed elevator cars to the chassis comprises extending a connection mechanism from each collapsed elevator car to engage the chassis. If the coupling mechanism involves extendable rods or arms, extend them from the collapsed elevator car to reach and securely attach to the chassis. Actuators within each collapsed elevator car extend the connection mechanism towards the chassis 102. The connection mechanisms could be extendable locking rods, hooks, or similar devices designed to engage with corresponding attachment points on the chassis. The sensors within the elevator cars and on the chassis 102 are used to provide feedback to the control system 202. The sensors detect the position and alignment of the connection mechanisms, ensuring proper engagement with the chassis. The control system 202 may adjust the alignment of the elevator cars and the chassis as needed to ensure a precise coupling. This can involve activating actuators to fine-tune the positioning of the elevator cars relative to the attachment points on the chassis. When the connection mechanisms from each collapsed elevator car are extended and aligned with the chassis, the control system verifies their engagement. Sensors confirm that the connection points have securely attached to the corresponding attachment points on the chassis. After engagement is confirmed, the control system 202 activates locking mechanisms to secure the connection between each elevator car and the chassis. The activation prevents disengagement during operation. Further, initiate the control system 202 responsible for managing the coupling process. Initiation can be done through a centralized control panel or an automated software interface. The control system 202 communicates with each collapsed elevator car to coordinate the coupling process. The communication ensures that each car is ready for coupling and receives instructions from the control system 202. Actuators within each collapsed elevator car extend the connection mechanism towards the chassis. The connection mechanisms could be extendable locking rods, hooks, or similar devices designed to engage with corresponding attachment points on the chassis. The control system 202 may adjust the alignment of the elevator cars and the chassis 102 as needed to ensure a precise coupling. The adjustment may involve activating actuators to fine-tune the positioning of the elevator cars relative to the attachment points on the chassis. When the connection mechanisms from each collapsed elevator car are extended and aligned with the chassis, the control system verifies their engagement. Sensors confirm that the connection points have securely attached to the corresponding attachment points on the chassis. After engagement is confirmed, the control system 202 activates locking mechanisms to secure the connection between each elevator car and the chassis. Throughout the coupling process, the control system 202 continuously monitors the status of each elevator car and the coupling mechanism. Any deviations or issues detected are communicated to the operator for corrective action. By integrating a control system 202 into the coupling process, operators can ensure efficient and precise coupling of each collapsed elevator car to the chassis, enhancing the stability and safety of the aggregated elevator system 100.
At step 610, the method 600 includes reconfiguring a door system to a second configuration providing a combined door opening aligned with the chassis when the plurality of elevator cars 104 are in the collapsed configuration and coupled to the chassis 102. The door system is installed at each floor landing and is reconfigurable between a first configuration providing door openings aligned with each deployed elevator car, and the second configuration. Reconfiguring the door system to a second configuration, which provides a combined door opening aligned with the chassis 102 when the elevator cars are in the collapsed configuration and coupled to the chassis 102, involves adjusting the layout and operation of the doors installed at each floor landing. The door system at each floor landing consists of multiple panels or sections that can be adjusted or reconfigured to create different door openings. In the first configuration, these panels align with individual deployed elevator cars, providing separate door openings for each elevator car. The control system 202 initiate the reconfiguration process. The door panels may be adjusted manually or automated using electro-mechanical actuators controlled by the central system 202. The actuators may move the panels into the desired position to create a combined door opening aligned with the chassis 102. Reconfiguring the door system to a combined opening reduces the need for multiple individual door openings, streamlining the entry and exit process for passengers and cargo. By aligning the door openings with the chassis 102, valuable space within the building or elevator shaft is optimized, allowing for more efficient use of available floor space. The combined door opening provides a wider entry point, making it easier for passengers and larger cargo to enter and exit the aggregated elevator system 100. Reconfiguring the door system enhances the visual appearance of the elevator landing, creating a sleek and modern design that complements the overall architecture of the building. The combined door opening can improve safety by reducing the risk of passengers accidentally entering or exiting through the wrong door.
In an implementation, the reconfiguration of the door system to the second configuration comprises transitioning one or more folding panels between the combined door opening and individual door openings respectively aligned with each deployed elevator car. The control system 202 communicates with the door system 142 installed at each floor landing. The communication ensures synchronized operation for transitioning between configurations. Actuators within the control system 202 are activated to transition one or more folding panels between configurations. The folding panels can move horizontally or vertically to adjust the size and configuration of the door openings. As the folding panels transition, they align with the positions of the deployed elevator cars. The alignment ensures that each elevator car has a corresponding door opening aligned with its position within the chassis. To create the combined door opening aligned with the chassis, the folding panels move to a configuration that spans the entire width of the chassis. The alignment allows for a single, larger door opening that accommodates the collapsed elevator cars when they are coupled to the chassis. When the transition is complete, securing mechanisms such as locks or latches may be engaged to ensure the stability and safety of the combined door opening.
In an implementation, method further includes securing the one or more folding panels in a configuration matching the enclosed elevator car interior when each elevator car is deployed. The folding panels should be designed to fit seamlessly within the interior of the elevator car when deployed. The deployment includes ensuring that the panels are the correct size and shape to cover the opening without gaps or overlaps. The folding panels are typically attached to the elevator car using hinge mechanisms, allowing them to pivot and fold as needed. The hinges should be robust and securely fastened to the car to prevent any movement or instability during operation. When the panels are in the desired configuration, locking mechanisms are used to secure them in place. In modern elevator designs, automated systems may be employed to assist in securing the folding panels.
At step 612, the method 600 includes operating the plurality of elevator cars 104 that is coupled and collapsed as an aggregated unit using a combined hoisting capacity of each individual hoisting mechanism. The control system 202 that oversees the operation of all elevator cars within the aggregated unit. The control system 202 communicates with each individual hoisting mechanism to synchronize their actions. The synchronization ensures that all elevator cars lift simultaneously, applying their combined hoisting capacity to the aggregated unit. The control system 202 monitors the weight distribution within the aggregated unit to ensure that the load is evenly distributed among the elevator cars. This prevents overloading of any individual elevator car and maintains stability during operation. The safety measures are implemented within the control system 202 to monitor for any anomalies or malfunctions during operation. The safety measures may include detecting issues such as uneven load distribution, mechanical failures, or unexpected obstacles. The control system 202 with sensors and feedback mechanisms monitors the performance of each hoisting mechanism in real-time. This allows for continuous monitoring and adjustment to ensure smooth and efficient operation. The algorithms within the control system to optimize the operation of the hoisting mechanisms, considering factors such as load capacity, energy efficiency, and travel time.
In an implementation, the method 600 includes comprising anchoring the chassis 102 to a base floor when each elevator car is deployed and disengaging anchoring when operating the aggregated unit. Before deploying any elevator car, it's essential to ensure that the chassis 102 is securely anchored to the base floor. The anchoring involves engaging locking mechanisms or fasteners located at the bottom of the chassis 102. The locking mechanisms are activated to secure the chassis firmly to the base floor. The mechanisms may consist of bolts, clamps, or similar devices that provide a stable connection between the chassis and the floor. When the locking mechanisms are engaged, it is important to verify that the chassis 102 is securely anchored to the base floor. The verification may involve checking for any movement or instability by applying pressure to different parts of the chassis 102. With the chassis 102 securely anchored to the base floor, individual elevator cars can be safely deployed and operated within the elevator system. The chassis 102 provides a stable platform for the movement of the elevator cars, ensuring smooth and safe operation. When transitioning to operating the elevator system as an aggregated unit, it is necessary to disengage the anchoring mechanism to allow the chassis 102 to move freely. The locking mechanisms securing the chassis 102 to the base floor are disengaged or released. With the anchoring mechanism disengaged, the chassis 102 is now free to move and operate as an aggregated unit. The free movement allows for coordinated movement of multiple elevator cars within the system, increasing efficiency and throughput. Anchoring the chassis 102 to the base floor provides stability during normal operation, reducing vibrations and ensuring smooth movement of the elevator cars. A securely anchored chassis minimizes the risk of accidents or malfunctions during operation, enhancing the safety of passengers and elevator personnel. Disengaging the anchoring mechanism allows the chassis to move freely when operating in aggregated mode, increasing the efficiency of the aggregated elevator system 100 by enabling coordinated movement of multiple elevator cars. The ability to anchor or disengage the chassis 102 provides flexibility in how the elevator system is operated, allowing for both individual and aggregated operation modes to meet varying demand levels and traffic patterns.
Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "have", "is" used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural. The word "exemplary" is used herein to mean "serving as an example, instance or illustration". Any embodiment described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments and/or to exclude the incorporation of features from other embodiments. The word "optionally" is used herein to mean "is provided in some embodiments and not provided in other embodiments". It is appreciated that certain features of the present disclosure, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the present disclosure, which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable combination or as suitable in any other described embodiment of the disclosure.
, Claims:CLAIMS
I Claim:
1. An aggregated elevator system (100) comprising:
a chassis (102);
a plurality of elevator cars (104) positionable within the chassis (102), each elevator car comprising a collapsible structure movable between a deployed configuration forming an enclosed elevator car interior and a collapsed configuration, and a connection mechanism to releasably couple each elevator car to the chassis (102);
a door system (142) at each floor landing reconfigurable between a first configuration providing individual door openings aligned with each deployed elevator car, and a second configuration providing a combined door opening aligned with the chassis when the plurality of elevator cars are in the collapsed configuration and coupled to the chassis (102); and
a control system (202) configured to operate each elevator car independently using an individual hoisting mechanism when each elevator car is deployed, and to operate the plurality of elevator cars as an aggregated unit using a combined hoisting capacity when the plurality of elevator cars (104) are collapsed and coupled to the chassis (102).
2. The aggregated elevator system (100) as claimed in claim 1, wherein each elevator car further comprises side walls forming part of the collapsible structure, the side walls movable between a deployed position and a collapsed position against an opposing wall.
3. The aggregated elevator system (100) as claimed in claim 1, wherein the connection mechanism of each elevator car comprises a plurality of extendable locking rods (400A) to engage corresponding locking cavities in the chassis (102).
4. The aggregated elevator system (100) as claimed in claim 3, further comprising actuators to extend and retract the locking rods (400A) between a coupled configuration locking each elevator car to the chassis (102) and an uncoupled configuration.
5. The aggregated elevator system (100) as claimed in claim 1, wherein the door system (142) comprises one or more folding panels (504A) at each landing, the one or more folding panels (504A) configurable between the first configuration defining a plurality of smaller door openings (500A), and the second configuration defining the combined door opening (500B).
6. The aggregated elevator system (100) as claimed in claim 1, wherein the chassis (102) comprises at least one hoisting mechanism (116) dedicated to the chassis (102).
7. The aggregated elevator system (100) as claimed in claim 1, wherein the control system (202) is further configured to synchronize operation of the individual hoisting mechanisms (118, 120, 122, 124) to collectively hoist the plurality of elevator cars (104) when in the aggregated unit.
8. A method (600) of operating an aggregated elevator system (100), the method (600) comprising:
deploying each elevator car from a plurality of elevator cars (104) into a configuration forming an enclosed elevator car interior, wherein the plurality of elevator cars (104) is positionable within a chassis (102) and each elevator car of the plurality of elevator cars (104) is coupled with an individual hoisting mechanism;
operating each deployed elevator car independently using a respective individual hoisting mechanism;
collapsing the plurality of elevator cars (104) into a collapsed configuration;
coupling each collapsed elevator cars to the chassis (102);
reconfiguring a door system (142) to a second configuration providing a combined door opening aligned with the chassis when the plurality of elevator cars (104) are in the collapsed configuration and coupled to the chassis (102), wherein the door system is installed at each floor landing and is reconfigurable between a first configuration providing door openings aligned with each deployed elevator car, and the second configuration; and
operating the plurality of elevator cars (104) that is coupled and collapsed as an aggregated unit using a combined hoisting capacity of each individual hoisting mechanism.
9. The method (600) as claimed in claim 8, wherein the coupling of each collapsed elevator cars to the chassis (102) comprises extending a connection mechanism from each collapsed elevator car to engage the chassis (102).
10. The method (600) as claimed in claim 9, further comprising retracting the connection mechanism to uncouple the plurality of elevator cars from the chassis (102) prior to deploying each elevator car.
11. The method (600) as claimed in claim 8, wherein the reconfiguration of the door system (120) to the second configuration comprises transitioning one or more folding panels between the combined door opening and individual door openings respectively aligned with each deployed elevator car.
12. The method (600) as claimed in claim 11, further comprising securing the one or more folding panels in a configuration matching the enclosed elevator car interior when each elevator car is deployed.
13. The method (600) as claimed in claim 8, further comprising anchoring the chassis (102) to a base floor when each elevator car is deployed and disengaging anchoring when operating the aggregated unit.