ELEVATOR SYSTEMS AND METHODS FOR OPERATING SAME

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit under 35 U.S. C. 119(e) of U.S. provisional application number 60/993,588, filed September 13, 2007, the contents of which are incorporated by reference herein in their entirety. TECHNICAL FIELD

The present application relates to elevator systems for transporting passengers and freight within buildings and other structures. BACKGROUND

There is an ongoing need for improved elevator service in large buildings. Today, the prevailing trend is towards taller and thinner buildings. Taller buildings generally have more occupants and thus have more elevator passengers. Each elevator car in the building is slower because there are more floors to service and thus more stops. Therefore, as buildings get taller, the need for more cars increases rapidly. At the same time, thinner buildings have less available space for elevator shafts. These shafts use up valuable space on each floor, regardless of whether or not they service that floor. It is estimated that more than thirty percent of the floor space in a one-hundred story building is dedicated to the elevator system. Thus, conventional elevator systems may be inadequate for some modern buildings.

Figure 1 shows the main components of a conventional elevator system. A car 10, also commonly referred to as a cab or cage, is the compartment used to transport passengers between floors. A shaft 12, also commonly referred to as a well, hoistway or hatchway, is the vertical passageway in the building through which the car travels. A bank, also commonly referred to as a group, is a set of adjacent shafts enclosed by a shaft wall 13. A counterweight 14 is a weight that serves to counterbalance the car. A cable 16, also commonly referred to as a hoist or rope, supports the car by connecting it to the counterweight 14. A pulley 18, also commonly referred to as a sheave, is a wheel or sprocket that guides the cable at the top of the shaft. The pulley 18 is usually driven by a motor. The counterweight 14 serves to reduce the effort required by the motor to move the car up and down, since power would be needed to lift only the difference between the weights of the counterweight and of the car. The elevator systems include a control system comprising hardware and software that control the

movement of cars. Today, most elevators operate by dedicating one car per shaft. This basic engineering design has survived decades of technical improvements.

Because the cable 16 stretches from the elevator car to the top of the elevator shaft 12, and usually occupies the center of the elevator shaft 12, it would interfere with any other elevator car that was operating above the car in the same shaft 12. While it is possible to move the cables 16 to the side of the elevator shaft 12, the cables 16 and counterweights 14 would likely become tangled during operation. Eliminating the use of the cable 16, however, would in turn necessitate elimination of the counterweight 14. Eliminating counterweights in most conventional systems would necessitate the use of powerful driving motors, which in turn would substantially increase the power consumption and space requirements of the elevator system.

Another problem is that the weight of the cable 16 can become significant in tall buildings with long shafts 12. This affects the balance between the car and the counterweight 14 as the car moves from the top to the bottom of the elevator shaft 12. When the car is at the top of the elevator shaft 12, the weight of the cable 16 is on the side of the counterweight 14. This weight shifts to the other side as the car moves to the bottom of the elevator shaft 12. Thus, counterweights 14 can potentially be unsuitable for elevator systems in very tall buildings.

The most common configuration in use today in tall buildings comprises multiple banks of elevators, with each bank serving a range of floors. For example, one bank would serve floors one through twenty, another would serve floors twenty-one through forty, and yet another would serve floors forty-one through sixty, and so on. This arrangement usually reduces service times for passengers. The problem with this idea is that the shafts for banks extend through all floors below the service range, regardless of whether or not the car stops at that floor. This consumes valuable floor space on floors that are not serviced by the elevator bank.

Moreover, with some modern architectural designs, there is a need for elevators that move in slanted or curved paths. Buildings are no longer simple cuboids (shaped like a box). Elevators may need to follow complex paths, with some vertical segments, some horizontal segments, and other slanted or curved segments. There are situations, for example, in large ships, where a straight vertical shaft is not feasible because of structural components or critical functional areas that block a straight run. There is also a need for elevator cars that move horizontally from one bank of elevators to another. Workers in buildings that cover

large areas of ground often need to ride an elevator to a crossover floor, walk to a different elevator bank and take that to their destination.

Prior inventions have tried to address above problems in different ways. One idea, as exemplified by U.S. Patent No. 5,419,414 to Sakita, has multiple independent cars in a shaft. In this design, however, the cars use counterweights and cannot pass each other. Another group of inventions, as exampled by U.S. Patent No. 5,861,586 to McCarthy et al., have cars that fit inside carriages or frames. The carriages are attached to counterweights and move up and down elevator shafts. Cars can be loaded on or unloaded from these carriages by moving the cars horizontally into or out of the carriages. These systems do not permit multiple cars simultaneously plying in a shaft. Although self propelled cars that operate without counterweights can address some of the above problems, such systems are inherently inefficient and will not be commercially economical in the foreseeable future. For example, U.S. Patent No. 6,955,245 to Dunser et al. describes a scheme where self propelled cars can switch between shafts, but requires a dedicated shaft for parking purposes. SUMMARY

The systems and methods disclosed herein can facilitate the simultaneous operation of multiple elevator cars in a single elevator shaft, and can facilitate the switching of elevator cars between elevator shafts. This can potentially increase the utilization of the elevator systems, and can potentially improve the service provided to the passengers and cargo being transported by the elevator systems.

The elevator cars can switch shafts in embodiments disclosed herein. When the paths of two cars threaten to intersect, one of the elevator cars switches to an adjoining shaft and proceeds to its destination floor. If there is a lot of traffic, the car may have to switch several times before it reaches its destination. Switching is also necessary when a car moving upwards or downwards comes across a stationary car that is loading or unloading passengers at a floor. A computer-based control system can be configured to route all of the cars so that collisions are prevented and switching is minimized. The switching system needs to allow cars to smoothly move between shafts while being as safe and efficient as today's systems.

Embodiments disclosed herein can include more than one elevator shaft, the shafts can be located in 'banks' so that they are located adjacent to each other, and openings can be present between the shafts so that the elevator cars can move from one shaft to another. This is usually not a problem, both for existing buildings and in new architecture.

Embodiments disclosed herein do not require a counterweight and hoist cable. Rather, the downwardly and upwardly -moving cars are mechanically linked so that downwardly-moving cars serve to balance the upwardly-moving cars. The control system can be programmed to cause the number of downwardly-moving cars to be about equal to the number of downwardly-moving cars at any given time. Multiple cars can be operated in each shaft on a simultaneous basis.

Embodiments disclosed herein facilitate free movement of elevator cars between elevator shafts through the use of a slide arm or other mechanism that the cars to switch to adjoining shafts. The switch can be made while the cars are moving or stationary. The switching operation can be repeated on a particular car so that the car can move to any shaft in the elevator bank. The paths of all cars are managed by the control system that plans and monitors all the operations.

DRAWINGS

The foregoing summary, as well as, the following detailed description of preferred embodiments, are better understood when read in conjunction with the appended diagrammatic drawings. The drawings are presented for illustrative purposes only, and the scope of the appended claims is not limited to the specific embodiments shown in the drawings. In the drawings:

Figure 1 is a side view of a conventional elevator located within an elevator shaft;

Figure 2 is a side view of an embodiment of a drive assembly of an elevator system;

Figure 3 A is a plan view of the positioning of twelve of the drive assemblies shown in Figure 2 in elevator bank with three shafts;

Figure 3B is a cross-sectional view of the elevator bank depicted in Figure 3 A, taken along the line B3 of Figure 3 A;

Figure 4A is a plan view of the elevator bank shown in Figures 3A and 3B, depicting an elevator car in each of the left and right shafts of the elevator bank;

Figure 4B is a cross-sectional view of the elevator bank depicted in Figures 3A-4A, taken along the line B4 of Figure 4A;

Figure 4C is a perspective view showing the elevator cars depicted in Figure 4A traveling within the elevator bank shown in Figures 3A-4B;

Figure 5 magnified side view of the area designated A5 in Figure 4C; Figure 6 is magnified perspective view of the area designated A6 in Figure 5;

Figure 7 is a perspective view of a pair of clamp runners associated of the elevator system shown in Figure 2-6, depicting one of the clamp runners in a retracted, or nearly retracted state;

Figure 7a is a magnified perspective view of the area designated A7 in Figure 7;

Figure 8 is a perspective view of the clamp runners shown in Figure 7, showing one of the clamp runners in the process of extending;

Figure 9 is a perspective view of the clamp runners shown in Figures 7 and 8, showing one of the clamp runners approaching a fully-extended condition;

Figure 1OA is a magnified cross-sectional view of a clamp and guide roller of the elevator system shown in Figures 2-9, taken along the line section AlO of Figure 1OB;

Figure 1OB is a magnified cross-sectional view of two clamps of the elevator system shown in Figures 2- 1OA, taken along the line section BlO of Figure 1OA, depicting the lower clamp in an engaged position and the upper clamp in a disengaged position.

Figure 1OC is a magnified cross-sectional view of the guide rollers shown in Figure 1OA, taken along the line section ClO of Figure 1OA, depicting a lower guide roller in an engaged position and an upper guide roller in a disengaged position.

Figure 11 is a side view depicting one of the elevator cars shown in Figures 4A-4C preparing to switch between elevator shafts, showing lower clamp runners in the process of extending;

Figure 12 is a side view depicting the elevator car shown Figure 11 switching between elevator shafts, showing upper and lower clamp runners attached to drive assemblies in the originating and destination shafts;

Figure 13 is a perspective view of elevator car shown in Figures 11 and 12 switching between elevator shafts;

Figure 14A is a plan view showing an alternative embodiment in which elevator cars can switch between elevators shafts in the front to back and left to right directions;

Figure 14B is a magnified view of the area designated B 14 in Figure 14A;

Figure 15A is a side view of an alternative embodiment having two overlapping sets of drive assemblies located in the same elevator shaft to extend the run of an elevator within the shaft;

Figure 15B depicts an elevator car switching between the two overlapping sets of drive assemblies shown in Figure 15A;

Figure 16 is a side view of an alternative embodiment having slanted drive assemblies to facilitate operating in a slanted elevator shaft;

Figure 17A is a side view of an alternative embodiment of the drive loop of the drive assembly shown in Figure 2;

Figure 17B is a side view of the drive loop shown in Figure 17A, from a perspective rotated approximately ninety degrees from the perspective of Figure 17 A;

Figure 18A is a side view of another alternative embodiment of the drive loop of the drive assembly shown in Figure 2;

Figure 18B is a cross-sectional view taken along the line B 18 of Figure 18A;

Figure 19A depicts the drive assembly shown in Figure 2 balancing two elevators cars;

Figure 19B shows two linked drive assemblies balancing two elevator cars; Figure 19C shows three linked assemblies balancing four elevator cars; Figure 2OA is a side view of two elevator cars being joined;

Figure 2OB is a plan view of the elevator cars shown in Figure 2OA, depicting side walls between the two elevator cars swinging open;

Figure 2 IA is a side view of an alternative embodiment of the elevator cars shown in Figures 4A-4C;

Figure 2 IB depicts the elevator car shown in Figure 21 A in a tilted state; and

Figure 22 is a block diagram of a computer control system and various electrical components of the elevator system shown in Figures 1-13. DETAILED DESCRIPTION

Embodiments of elevator systems that can facilitate simultaneous operation of multiple elevator cars in one elevator shaft, and that can facilitate movement of elevators cars

between shafts, are disclosed herein. The embodiments can comprise a propulsion or drive mechanism referred to herein as a drive assembly 20, and a computer control system. The drive assembly 20 and the computer control system can facilitate the independent and simultaneous movement of multiple elevator cars 10 in one or more elevator shafts 12. The elevator cars 10 can be detachably connected to one or more drive assemblies 20 using, for example, clamping devices in the form of sliding clamp runners 40 on which clamps 42, 44 are mounted. Drive Assembly

The drive assembly 20 is a mechanism that guides, propels, and stabilizes the elevator cars 10 within their corresponding elevator shafts 12. Figure 2 is a diagrammatic view of a drive assembly 20 spanning a twenty-floor building having floors denoted sequentially by the reference characters 21a-21s. The drive assembly 20 comprises a frame 27, an upper pulley or sprocket 28a, a lower pulley or sprocket 28b, and a drive member in the form of an endless flexible loop 23 stretched over the upper and lower sprockets 28a, 28b.

The upper and lower sprockets 28a, 28b are mounted for rotation on the drive assembly frame 27. The upper and lower sprockets 28a, 28b rotate as denoted by the arrows 28c in Figure 2, to drive the loop 23 at a substantially constant speed. One segment 22 of the loop 23 is constantly moving upward, and the other segment 26 is constantly moving downward during operation of the elevator system, as denoted by the arrows 22a, 26a in Figure 2.

The drive assembly 20 also includes a stationary segment 24. The stationary segment 24 is securely mounted on the frame 27 of the drive assembly 20. The stationary segment 24 is located between, and is substantially parallel to the segments 22, 26 of the loop 23, as shown in Figure 2. The stationary segment 24 can be a rigid plate having a width and thickness that are substantially the same as the respective width and thickness of the loop 23. The stationary segment 24 can function as a guide rail for the elevator cars 10, and can help to stabilize the elevator cars 10 during movement thereof.

At least one drive assembly 20 is located in each elevator shaft 12. The frame 27 of each drive assembly 20 is securely mounted on a wall of the corresponding elevator shaft 12. In the embodiments described herein, four drive assemblies 20 are installed within each elevator shaft 12. One drive assembly 20 can be located at or proximate each corner, i.e. left- front, right- front, left-rear, right-rear, of the elevator shaft 12, so that the front wall of the elevator shaft 12 supports two of the drive assemblies 20 and the rear wall of the elevator

shaft 12 supports the other two drive assemblies 20. The set of four drive assemblies 20 located in each elevator shaft 12 is referred to herein as a drive assembly set 31. The use of four drive assemblies 20 in each elevator shaft 12 is disclosed for exemplary purposes only. More or less than four drive assemblies 20 can be used in each shaft 12 in alternative embodiments.

The lower sprocket 28b of each drive assembly 20 can be disposed in a shaft well that extends below the lowest serviced floor 21a of the corresponding elevator bank, as shown diagrammatically in Figure 2. The upper sprocket 28a of each drive assembly 20 can be disposed in a space above the highest serviced floor 21s of the corresponding elevator bank. The upper and lower sprockets 28a, 28b can be driven by on one more motors 25 connected by a belt 29 or other suitable means to the lower sprocket 28b. The motors 25 can be connected to the upper sprocket 28a, or to both the upper and lower sprockets 28a, 28b in alternative embodiments.

The system described herein can be used in banks of elevators having multiple adjacent shafts, with at least one drive assembly set 31 being installed within each shaft. The horizontal spacing between the drive assemblies 20 located on the left and right sides of each elevator shaft is substantially the same for all shafts in a bank. The horizontal spacing between the drive assemblies 20 located at the front and rear of each elevator shaft likewise is substantially the same for all shafts in a bank. Also, the spacing between the upward moving segment 22, the downwardly moving segment 26, and the stationary segment 24 within each drive assembly 20 is substantially the same among all of the drive assemblies 20 in the bank. The drive assemblies 20 in the bank can be mechanically coupled and synchronized so that all of the drive assemblies 20 move at substantially the same speed.

Figures 3A and 3B are plan and elevation views, respectively, depicting the positioning of twelve drive assemblies 20 in an elevator bank having three shafts 12a, 12b, and 12c. In addition, Figure 3B depicts landing areas associated with the floors 21a, 21b, and elevator shaft doors 32 in their respective closed positions. No elevators cars are shown in Figures 3A and 3B, for clarity of illustration. Only the front drive assemblies 20 are shown in the elevation views; the rear drive assemblies 20 are located directly behind the front drive assemblies 20 in these views.

Figures 4A, 4B, and 4C are plan, elevation, and perspective views, respectively, for the bank of three elevator shafts 12a, 12b, 12c, depicting an elevator car 10 in the elevator shaft 12a and another elevator car 10 in the elevator shaft 12c. The sides of the elevator

shafts 12a, 12b, 12c are unobstructed so that the elevator cars 10 can move sideways between adjoining shafts 12a, 12b, 12c. The use of an elevator bank having three shafts 12a, 12b, 12c is disclosed for exemplary purposes only. Alternative embodiments can be used in elevator banks having more, or less than three shafts.

The loop 23 can be a flexible belt or band. The loop 23 can be formed, for example, from a synthetic rubber material reinforced with KEVLAR to provide the loop 23 with sufficient tensile strength. The loop 23 engages teeth 52 on the upper and lower sprockets 28, as shown in Figure 5. The teeth 52 can extend through holes 64 in the formed in the loop 23, as shown in Figure 6, to discourage slippage of the loop 23.

Each drive assembly 20 also comprises a plurality of rollers 58. The rollers 58 are mounted on brackets 56, which in turn are mounted on the drive assembly frame 27. The rollers 58 are arranged in pairs, as shown in Figure 5, so that the loop 23 travels between the two rollers 58 in each pair. The rollers 58 help to guide the loop 23. The rollers 58 also help to stabilize the loop 23 so that the loop 23 does not experience substantial horizontal vibration or twisting. The rollers 58 also allow the drive assembly 20 to be curved or slanted.

The rollers 58 can engage the loop 23 in channels 62 formed in the inwardly and outwardly- facing surfaces of the loop 23, as shown in Figure 6. Cladding 66 formed from an abrasion-resistant material can be fastened to the inwardly and outwardly- facing surfaces of loop 23 by a suitable means such as rivets 67, to help protect the surfaces from wear. Clamp Runner

The elevator cars 10 are connected to the loop 23 of one or more associated drive assemblies 20 on a selective basis by the clamps 42, 44, and extension devices in the form of clamp runners 72. The elevator cars 10 move upward by clamping onto the upward moving segment 22 of the loops 23 of the associated drive assemblies 20, using the clamps 42, 44. The elevator cars 10 move downward by clamping onto the downwardly moving segment 26 of the loops 23, using the clamps 42, 44. The elevator cars 10 clamp onto the stationary segments 24 of the associated drive assemblies 20 using the clamps 42, 44 when the elevator cars 10 are not moving.

Each clamp runner 72, 74 comprises three horizontally-oriented sliding bars 73 formed from a rigid material such as steel. The bars 73 of each clamp runner 72, 74 can slide lengthwise along each other, so that the clamp runner 72, 74 can extend in opposite directions. Figures 8-9 depict the upper clamp runner 72 extending sideways.

The bars 73 of each clamp runner 72, 74 can be coupled to and aligned with each other by, for example, roller bearings disposed within slots formed in the bars. The clamp runners 72, 74 are depicted herein with three bars for exemplary purposes only. Each clamp runner 72, 74 can include more, or less than three bars in alternative embodiments.

The innermost bar 73 of each clamp runner 72, 74 is securely attached to a wall 71 of a corresponding elevator car 10 as shown in Figures 7-9, using fasteners or other suitable means. In alternative embodiments, the clamp runners 72, 74 can be attached to the elevators car 10 by way of springs and dampers, to help attenuate bumps that passengers may feel during transitions in the operating state of the elevator cars 10.

The outermost bar of each clamp runner 72, 74 has at least two clamps 42, 44 mounted thereon, with at least one clamp 42, 44 located at or near each end of the bar. More than one clamp 42, 44 can be mounted at or near the ends of the outermost bar in the alternative, to provide redundancy and to potentially facilitate faster transitions in the operating state of the elevator car 10.

Electric stepper motors 75 can be mechanically coupled to each of the clamp runners 72, 74 to move the bars of each clamp runner 72, 74 in relation to each other, thereby causing the clamp runner 72, 74 to extend and retract. In one embodiment, the motor 75 is mechanically attached to each movable bar 73 and can turn a pinion 78 which engages a rack 77 through a slot 79 in the bar 73. The rack 77 is mounted on an inner bar 73. Turning the pinion 78 will cause the two bars 73 to slide relative to each other. Other means, such as hydraulically actuated pistons, can be used to extend and retract the clamp runners 72, 74 in alternative embodiments.

The motor 75 of each clamp runner 72, 74 can be communicatively coupled to an onboard car manager system 222 of the elevator car 10 (described below), so that the car manager system 222 can control the extension and retraction of the clamp runners 72, 74. Each clamp runner 72, 74 can include a position sensor 76 communicatively coupled to the car manager system 222, to provide the car manager system 222 with an indication of the extent to which the clamp runner 72, 74 is extended or retracted.

The car manager system 222 can issue control inputs to the motor 75 of each clamp runner 72, 74 to cause the clamp runner 72, 74 to extend so as to position the associated clamps 42, 44 over the upwardly or downwardly moving segments 22, 26 of the loop 23, to facilitate engagement of the clamps 42, 44 and the loop 23. The horizontal spacing between the clamps of each clamp runner 72, 74 is substantially the same as the spacing between the

upwardly or downwardly moving segments 22, 26 in the left and right drive assemblies 20 in a shaft. Thus, the left and right clamps 42, 44 can simultaneously engage corresponding drive segments 22, 26 on the left and right drive assemblies 20.

In the embodiments disclosed herein, the clamp runners 72, 74 are arranged in pairs 40, with one clamp runner 74 being located directly below the other 72 within each pair as shown in Figures 7-9. The upper and lower clamp runners 72, 74 of each clamp runner pair 40 are identical, and operate independently of each other. For example, Figures 8 and 9 depict the upper clamp runner 72 of the pair extending toward the right, while the lower clamp runner 74 remains in its retracted position. The clamp runners 72, 74 in alternative embodiments can be arranged in groupings having more than two clamp runners 72, 74, to provide greater redundancy and smoother operation.

In the embodiments disclosed herein, each elevator car 10 has four pairs 40 of clamp runners 72, 74 mounted thereon. More or less than this number of clamp runners 72, 74 can be mounted on each elevator car 10 in alternative embodiments. The pairs 40 of clamp runners 72, 74 can be located along the upper-front, lower- front, upper-rear, and lower-rear edges of the elevator car 10 as shown in Figures 4A-4C. Figure 4B shows the pairs 40 of clamp runners 72, 74 located on the front of each elevator car 10, and their respective positions in relation the associated drive assembles 20. As shown in Figure 4A, two additional pairs 40 of clamp runners 72, 74 are mounted on the rear of each elevators car 10, behind the front-mounted clamp runners 72, 74.

Figure 1OA depicts one of the clamps 44 engaging the downward moving segment 26 of a corresponding loop 23. The clamps 42, 44 comprise pads 108 that grip the segment 26, and pistons 107 that move the pads 108 into and out of contact with the segment 26. The pistons 107 can be actuated by pressurized hydraulic fluid 107a or other suitable means. The hydraulic fluid 107a can be supplied from a reservoir (not shown). The flow and pressure of the hydraulic fluid 107a supplied to each clamp can be by regulated by valves 106 that respond to inputs from the car manager system 222.

The clamp 42, 44 also comprises a caliper 105 on which the pistons 107 are mounted. The caliper 105 is mounted on a pin 102, which acts as a hinge for the caliper 105. The pin 102 and the caliper 105 are mounted on a swivel housing 101, so that the pin 102 and the caliper 105 can swivel away from the downward moving segment 26 when the clamp 42, 44 is not engaged. The swiveling motion of the swivel housing 101 can be effectuated using hydraulic fluid, one or more electric motors, or other suitable means. The calipers 105 can be

configured to slide linearly, instead of swiveling, in alternative embodiments. Figure 1OB is a sectional view taken along the line BlO in Figure 1OA, showing the caliper 105 of the lower clamp 42 in its engaged position, and the caliper 105 of the upper clamp 44 (on the associated upper clamp runner 72) in its disengaged position.

Each clamp 42, 44 also has guide rollers 104 mounted on either side thereof, as shown in Figures 1OA and 1OC. When the clamp 42 is engaged on one of the moving segments 22, 26 of the loop 23, one of the guide rollers 104 is engaged against the stationary segment 24 of the associated drive assembly 20; the guide rollers 104 do not engage the loop 23. The guide rollers 104 stabilize the associated elevator car 10. Moreover, the engagement of the guide rollers 104 and the stationary segment 24 causes the stationary segment 24 to act as a guide for the elevator car 10.

The guide rollers 104 are disposed in the swivel housing 103, and swivel away from the loop 23 when not engaging the stationary segment 24. Each clamp 42 and guide roller 104 can swivel independently of each other, and engage the loop 23 and stationary segment 24 only as needed. The swiveling motion can be effectuated using hydraulic fluid, electric motors, or other suitable means. Figure 1OC is a sectional view taken along the line ClO of Figure 1OA, and shows the lower guide roller 104 mounted on a clamp runner 72 and engaging the stationary segment 24. The guide rollers 104 can swivel away around the pin 102, as shown by the arrow 104a in Figure 1OC. The upper guide roller 104 is shown in a disengaged state in Figure 1OC. The guide rollers 104 can be configured to slide linearly, instead of swiveling, in alternative embodiments.

Alternate embodiments of the clamp runners 72 can be configured to extend uni- directionally instead of bi-directionally. The two clamp runners 72, 74 in each clamp runner pair 40 can be configured to extend in opposite directions. If a clamp runner in the set 40 needs to be extended in a particular direction and the appropriate runner is already engaged, then that runner has to be freed before it can be used. The engaged runner can be freed by first engaging the other runner in the pair 40. For example, say the clamp runner 72 is configured to extend only to the right and the clamp runner 74 is configured to extend only to the left. Say that clamp runner 74 is currently engaged and clamp runner 72 is currently free. If the car is to switch shafts to the left, it needs to extend a clamp runner to the left. Since, only clamp runner 74 is configured to move left, it needs to be freed before it can be used. Clamp runner 74 can be freed by first engaging clamp runner 72 on the same drive segments as clamp runner 74.

Starting and Stopping

The clamp runners 72, 74 of each pair 40 of clamp runners are mounted so that one of the clamp runners 72 is located above the other clamp runner 74, from the perspective of Figures 4A, 4B, and 7-9. The car manager system 222 operates the upper clamp runners 72 of the four clamp runner pairs 40 on each elevator car 10 simultaneously as a set, referred to hereinafter as "the upper set." The car manager system 222 operates the lower clamp runners 74 of the four clamp runner pairs 40 on each elevator car 10 simultaneously as a separate set, referred to hereinafter as "the lower set." Hence, in the embodiments disclosed herein, the upper set of clamp runners 72 includes four clamp runners 72, one from each of the four pairs 40 of clamp runners 72. The lower set of clamp runners 74 includes the remaining four clamp runners 74 on the elevator car 10. All eight clamps 42 associated with the upper set of clamp runners 72 engage or disengage simultaneously on the four drive assemblies 20 in the corresponding elevator shaft. All eight clamps 44 associated with the lower set of clamp runners 74 likewise engage or disengage simultaneously on the four drive assemblies 20 in the corresponding elevator shaft.

Under most operating conditions, only one of the two sets of clamp runners 72, 74 is engaged on the associated drive assemblies 20 at one time. The other set of clamp runners 72, 74 is free, i.e., disengaged, waiting to be used for the next transition in the operating state of the elevator car 10. The upper and lower sets of clamp runners 72, 74 thus alternate with each other between an engaged and disengaged (free) state. A transition occurs when, for example, an elevator car 10 accelerates from a stationary and to a moving state; decelerates from a moving to a stationary state; or switches its position from one elevator shaft to another.

In the figures, clamps 42, 44 that are in an engaged state with the loops 23 or stationary segments 24 are depicted as darkened, i.e., filled, circles. Clamps 42, 44 that are in a free, i.e., disengaged, state are depicted as unfilled circles. Thus, in Figure 4B, the upper set of clamp runners 72 on the left elevator car 10 are engaging the upwardly-moving segments 22 of the associated drive assemblies 20, and the lower set of clamp runners 74 are disengaged so that the left elevator car 10 is moving upward. The lower set of clamp runners 74 on the right elevator car 10 in Figure 4B are engaging the downwardly-moving segments 26 associated drive assemblies 20; and the upper set of clamp runners 72 are shown in a disengaged state so that the right elevator car 10 is moving downward.

In the embodiments disclosed herein, each elevator car 10 has eight clamps 42, 44 engaged onto the loops 23 or the stationary segments 24 of the corresponding drive assemblies 20 at any time, four at the upper corners and four at the lower corners of the elevator car 10. Each elevator car 10 also has eight more clamps 42, 44 that are disengaged. For example, the left elevator car 10 depicted in Figures 4A-4C is attached to the upwardly- moving segments 22 of the associated drive assemblies 20 using eight clamps 42. Four of the engaged clamps 42 are visible as the darkened circles at the corners of the elevators car 10 in Figure 4B; the other four engaged clamps 42 are located directly behind the engaged clamp 42, and therefore are not visible in Figure 4B. The right elevator car 10 is similarly clamped to the downwardly -moving segments 26 of its associated drive assemblies 20.

The upper or lower sets of clamps 42, 44 engage the stationary segments 24 of their associated drive assemblies 20 when the elevator cars 10 are stationary. Moreover, as shown in Figures 4A-4B, the free, i.e., disengaged, clamps 42, 44 can be positioned over the stationary segments 24 of the associated drive assemblies 20 so that the clamps 42, 44 are available for the next transition in the state of the elevator car 10.

In addition to being able to firmly clamp on to the moving segments 22, 26 of the loops 23 and the stationary segments 24, the clamps 42, 44 are capable of smoothly and gradually accelerating and decelerating the elevator car 10 when it is starting or stopping its vertical motion. To accomplish this, the clamps 42, 44 do not abruptly lock on to the moving segments 22, 26 or the stationary segments 24; rather, the clamps 42, 44 undergo a smooth and gradual increase in traction over a few seconds, acting like a clutch, until the elevator car 10 is moving at the same speed as the moving segments 22, 26, or comes to a stop in relation to the stationary segments 24. The car manager system 222 can effectuate the application of force by the clamps 42, 44 in this manner by sending a control input to the valves 106 on each clamp 42, 44 so as to cause the valves 106 to direct pressurized hydraulic fluid into or out of the clamp 42, 44. The clamping force exerted by the various clamps 42, 44 associated with a particular elevator car 10 may vary among the clamps 42, 44. For example, the clamps 42, 44 on one corner of the elevator car 10 may grip more, i.e., achieve more traction, than the others, thereby causing the elevator car 10 to tilt. The tilt may be left to right, front to back, or both. Position sensors 109b mounted on the guide rollers 104 and communicatively coupled to car manager system 222 can detect the onset of the tilt. The position sensors 109b can be a laser based device that reads position markings off the guide rails.

The car manager system 222 causes one of more of the engaged clamps 42, 44 to reduce traction and slip as required to cause the elevator car 10 to remain substantially horizontal. Load sensors 109a on each clamp 42, 44 can measure the load borne by each clamp 42, 44, and can provide this measurement to the car manager system 222. The car manager system 222 can individually modulate the clamping force generated by each clamp 42, 44 to avoid exceeding load limits, to effectuate smooth transitions between various states of motion, to keep the elevator cars 10 substantially level, and to align the elevator cars 10 with the landings of the destination floors as the elevator cars 10 decelerate and stop.

When an elevator car 10 is stationary, the upper or the lower set of clamp runners 72, 74 engage the stationary segments 24 of the associated drive assemblies 20. When an elevator car 10 needs to transition to a state of upward motion from a stationary condition, the car manager system 222 of the elevator car 10 (discussed below) effectuates the following actions. In the descriptive example below, the lower set of clamp runners 74 engages the corresponding drive assemblies 20 and the upper set of clamp runners 72 is disengaged. In the alternative, the upper and lower clamp runners 72, 74 can exchange roles.

1. The set of clamp runners 72 that is not engaged, i.e., that is not attached to the drive assemblies 20 by its associated clamps 42, is actuated in unison so as to align the eight associated disengaged, i.e., free, clamps 42 with the upwardly moving segments 22 of the loops 23 of the corresponding drive assemblies 20.

2. The free clamps 42 simultaneously begin to engage the corresponding upwardly moving segment 22 so that the upwardly moving segments 22 begin slipping upward through the free clamps 42. The strain gauge load sensors 109a on the clamps 42 monitor the load bourn by each clamp 42 so that the car manager system 222 can gradually increase the traction exerted by each clamp 42.

3. When the clamps 42 which are in the process of engaging the upwardly moving segments 22 are able to bear the weight of the elevator car 10 and its contents, the other eight clamps 44 that have been clamped to the stationary segments 24 disengage. The car manager system 222 is configured to ensure that the elevator car 10 is not simultaneously clamped to both the stationary segments 24 and the upwardly moving segments 22.

4. The clamping force of the clamps 42 that are in the process of engaging the segments 22 continues to gradually increase, so that the slippage between the clamps 42 and the segments 22 continues to decrease, and the elevator car continues to accelerate smoothly in the upward direction. The clamps 44 that were previously clamped to the stationary

segments 24 swivel away or retract so that they will not interfere with the loops 23 when the clamp runner 72 is extended for the next transition. The newly disengaged clamps 44, which are ready for the next transition in the operating condition of the elevator car 10, can remain aligned with the stationary segments 24, or can be moved.

When an elevator car 10 needs to transition to a state of downward motion from a stationary condition, the car manager system 222 effectuates the following actions:

1. The set of clamp runners 72 that is not engaged is actuated in unison so as to align the eight associated free clamps 42 with the downwardly-moving segments 26 of the loops 23 of the associated drive assemblies 20.

2. The clamps 44 that have been engaging the stationary segments 24 simultaneously begin to disengage from the stationary segments 24 so that the stationary segments 24 start slipping through the clamps 44. The position sensors 109b on the guide rollers 104 are used to measure the downward acceleration so that the car manager system 222 can cause the clamps 44 to gradually release the stationary segments 24 and the elevator car 10 accelerates downward at a rate comfortable to the passengers therein.

3. The clamps 42 that have not been engaged begin to gradually engage the associated downwardly-moving segments 26 as the other clamps 44 release the stationary segments 24.

4. The engaging clamps 42 fully engage the downwardly-moving segments 26 when the elevator car 10 reaches a downward speed approximately equal to that of the downwardly-moving segments 26.

5. The clamps 44 that were previously clamped to the stationary segments 24 fully disengage, and are ready for the next transition.

When an elevator car 10 needs to transition to a stationary condition from a state of upward motion, the car manager system 222 effectuates the following actions:

1. The set of clamp runners 72 that is not engaged is actuated in unison so as to align the eight associated free clamps 42 with the stationary segments 24 of the associated drive assemblies 20.

2. The eight clamps 44 that have been engaging the upwardly -moving drive segments 22 simultaneously begin to release the drive segments 22 so that the drive segments 22 begin slipping through the clamps 44. The position sensors 109b on the guide rollers 104 are used to measure the deceleration so that the car manager system 222 can gradually decrease the traction exerted by each clamp 44, thereby causing the drive segments 22 to slip

in relation to the corresponding clamps 44. The gradual onset of slippage causes the elevator car 10 to decelerate at a rate comfortable to the passengers therein, due to the effects of gravity on the elevator car 10.

3. The free clamps 42 begin to engage the corresponding stationary segments 24 as the vertical speed of the elevator decreases, and fully engage the stationary segments 24 when the vertical speed reaches zero.

4. The clamps 44 that were previously clamped to the upwardly-moving drive segments 22 fully disengage, and are ready for the next transition.

When an elevator car 10 needs to transition to a stationary condition from a state of downward motion, the car manager system 222 effectuates the following actions:

1. The set of clamp runners 72 that is not engaged is actuated in unison so as to align the eight associated free clamps 42 with the stationary segments 24 of the associated drive assemblies 20.

2. The free eight clamps 42 simultaneously engage the stationary segments 24 so that the stationary segments 24 begin slipping through the clamps 42. The strain gauges 190a on the clamps 42 monitor the load bourn by each clamp 42 so that the car manager system 222 can gradually increase the traction exerted by each clamp 42. The gradual onset of traction causes the elevator car 10 to decelerate at a rate comfortable to the passengers therein.

3. The clamps 44 that have been engaging the downwardly-moving drive segments 26 begin to disengage from the drive segments 26 as the other clamps 42 engage the stationary segments 24.

4. The clamps 44 that were previously clamped to the downwardly-moving drive segments 22 fully disengage from the drive segments 26 when the other clamps 42 are able to bear the weight of the elevator car 10 and its contents. The disengaged clamps 44 are ready for the next transition at this point.

Switching shafts

Moving elevator cars 10 from one shaft to an adjoining shaft can be effectuated by sliding the free, i.e., disengaged, clamp runners 72, 74 all the way to the adjoining shaft so that the associated clamps 44 engage the drive assemblies 20 in the adjoining shaft. Although the clamp runners 72, 74 can be made strong enough to resist bending even when fully extended, each clamp runner 72, 74 will not have to bear the full weight of the elevator car 10 and its contents when extended.

Figures 7 and 9 depict a pair 40 of clamp runners 72, 74. The upper clamp runner 72 of the pair 40 depicted in Figure 7 is shown in its fully retracted position, with its associated clamps 42 in a free, i.e., disengaged state. The clamps 44 of the lower clamp runner 74 are depicted in Figures 7-9 in an engaged state. Figure 8 shows the upper clamp runner 72 extending to the right, so as to clamp on to a drive assembly 20 in an adjoining elevator shaft. Figure 9 shows the clamp runner 72 in an almost fully extended position, so the disengaged clamps 42 thereon can engage a moving drive segment 22, 26 or a stationary drive segment 24 of the drive assembly 20 in the adjacent elevator shaft.

Figures 11, 12, and 13 depict an upwardly-moving elevator car 10 moving from a first, or originating elevator shaft to a second, or destination elevator shaft. The upper clamp runners 72 of the each clamp runner set 40 are clamped to the upward moving segment 26 of the drive assemblies 20 in the originating elevator shaft at the start of the transition between elevator shafts. In the descriptive example below, the upper set of clamp runners 72 is engages the corresponding drive assemblies 20 and the lower set of clamp runners 74 is disengaged. In the alternative, the upper and lower clamp runners 72, 74 can exchange roles. The transition process can proceed as follows:

1. As shown in Figure 11, the lower clamp runners 74, which are disengaged at the start of the transition process, extend in a direction denoted by the arrows 111 until the clamps 44 of each lower clamp runner 74 are aligned with upwardly-moving drive segments 22 of a drive assembly 20 in the destination elevator shaft.

2. The clamps 44 that have been aligned with the upwardly-moving drive segments 22 in the destination elevator shaft engage the upwardly-moving drive segments 22. The engagement can be done rapidly if the drive segments 22 in the destination elevator shaft are moving at substantially the same speed as the elevator car 10 in the originating elevator shaft. At this point, the elevator car 10 is attached to four drive assemblies 20 in the originating elevator shaft, and the four drive assemblies 20 in the destination elevator shaft, using all sixteen of the clamps 42, 44 associated with elevator car 10.

3. The lower clamp runners 74, i.e., the clamp runners 74 that have been clamped to the drive segments 22 in the destination elevator shaft, are retracted. At the same time, the upper clamp runners 72, which are still clamped to the drive segments 22 in the originating elevator shaft, are extended. The retraction and extension of the clamp runners 72, 74 causes the elevator car 10 to move from the originating elevator shaft to the destination elevator shaft, in the direction denoted by the arrow 121 in Figure 12. Moreover, the elevator car 10

is still moving upwards because it is clamped to the upwardly-moving drive segments 22 of the various drive assemblies 20. Hence, the elevator car 10 moves in an upward-right diagonal direction.

4. When the elevator car 10 has fully translated into the destination elevator shaft, the clamps 42 attached to the drive segments 22 in the originating shaft disengage, thereby freeing the upper clamp runners 72.

5. The upper clamp runners 72 are retracted into the destination elevator shaft with the elevator car 10.

After the elevator car 10 has moved to the destination shaft and the clamp runners 72 have been retracted, the elevator car 10 can immediately initiate a move to another elevator shaft. The clamp runners 74, as discuss above, can extend in either direction, i.e., toward the right or left. Hence, the clamp runner 72 that just retracted into the destination elevator shaft can extend the other way to initiate movement into the next elevator shaft. In alternative embodiments in which the clamp runners 72 are arranged in groups of three, or in which clamp runners 72 can be extended past the adjoining shaft, the elevator car 10 can smoothly switch past multiple shafts without having to wait until the clamp runners 72 have been retracted from the originating shaft.

The movement and actuation of the clamp runners 72, 74 and clamps 42, 44 during the transition process can be effectuated based on inputs for the car manager system 222.

The transition from the originating to the destination elevator shafts can be made while the elevator car 10 is stationary, or while the elevator car 10 moving upwards or downwards. The central control system 220 is configured to verify that the destination shaft is clear of another elevator car 10 before initiating the transition. For the most part, there are no structural barriers between elevator shafts in modern buildings. Occasionally, however, structural beams or other obstacles that block access between elevators shafts may be present. In such cases, the locations of the beams or obstacles can be programmed into the central control system 220, and the central control system 220 can be programmed to cause the elevator cars 10 to navigate around the beams or obstacles. Extending drive segments

A drive assembly 20 may not extend the entire length of the elevator shaft in which it is installed, especially in very tall buildings, because the drive assemblies 20 have a maximum practical length. Figures 15A and 15B depict an alternative embodiment that addresses this potential issue.

Figure 15A shows two adjacent elevator shafts, and three sets of drive assemblies 20 installed in each elevator shaft. The sets of drive assemblies 20 are vertically stacked in relation to each other, and partially overlap. The middle set of drive assemblies 20 is disposed at a slight horizontal offset in relation to the lower and upper sets of drive assemblies 20. The upper portion of the lowermost set of drive assemblies 20 overlaps the lower portion of the middle set of drive assemblies 20 in an overlap zone designated by the reference character 152. The upper portion of the middle set of drive assemblies 20 likewise overlaps the lower portion of the uppermost set of drive assemblies 20 in an overlap zone designated by the reference character 153. The drive assemblies 20 of the lower, middle, and upper sets are substantially parallel.

An elevator car 10 can transition from a first, or originating set of drive assemblies 20 to a second, or destination set of drive assemblies 20 as shown in Figure 15B. In particular, Figure 15B depicts an elevator car 10 moving through the transition zone 152, and transitioning from the lower to the middle sets lower of drive assemblies 20.

As the upwardly moving elevator car 10 enters the transition zone 152, its upper set of clamp runners 72 are attached to the drive segments 22 of the lower set of drive assemblies 20, and its lower set of clamp runners 74 is free, i.e., disengaged (the lower set of clamp runners 74 can be attached, and the upper set can be free in the alternative). As the elevator car 10 moves through the overlap zone 152, the clamps 42 on the lower (free) set of clamp runners 74 are aligned with, and engage the upwardly moving segments 22 on the middle set of drive assemblies 20. For a brief period of time, the elevator car 10 is attached to both the lower and middle sets of drive assemblies 20, as shown in Figure 15B. The clamps 44 of the upper set of clamp runners 72 disengage before the elevator car 10 exits the overlap zone 152, and the elevator car 10 continues upward, driven by the middle set of drive assemblies 20. The movement and actuation of the clamp runners 72, 74 and clamps 42, 44 during the transition process can be effectuated based on inputs for the car manager system 222. The transition between the lower and middle sets of drive assemblies 20 can be smooth if the drive segments 22 in the lower and middle sets are moving at substantially the same speed.

The elevator car 10 can subsequently transition between the middle and upper sets of drive assemblies 20 in substantially the same manner. Moreover, transitions between the various drive assemblies 10 while the elevator car 10 is moving downward can be made in substantially the same manner.

Elevator shafts can be equipped with more, or less than three sets of drive assemblies

in alternative embodiments, depending on the height of the elevator shaft. An elevator car 10 can start at the bottom (or top) floor and switch drive assemblies 20 as many times as necessary to reach the top (or bottom) of the elevator shaft.

The example above described an elevator car 10 going through the overlap zone while staying in the same shaft. However, as depicted in Figure 15A elevator cars 10 can also move from one elevator shaft to another while moving through an overlap zone. Express Zones

In an alternative embodiment, some of the sets of drive assemblies 20 can be configured to run at faster speeds that the other drive assemblies 20. With this configuration, elevator cars 10 that clamp on to the faster drive assemblies 20 move faster than the elevator cars clamped onto the slower drive assemblies 20. The faster drive assemblies 20 can be disposed in elevator shafts dedicated to express travel. Alternatively, the faster drive assemblies can be disposed adjacent to slower drive assemblies 20 located in the same or an adjacent elevator shaft, to facilitate the use of both local and express speeds in the same elevator shaft.

The elevator cars 10 can transition from a stationary condition to an intermediate speed before going to the relatively fast express speed. Alternatively, the elevator cars 10 can transition directly to express speed from a stationary condition.

In embodiments in which the elevator cars 10 transition through an intermediate speed, a set of relatively slow intermediate drive assemblies 20 can be used in combination with a set of relatively fast express drive assemblies 20. The express drive assemblies 20 can be disposed in the same shaft as the intermediate drive assemblies 20 or, alternatively, in an adjoining shaft.

The intermediate drive assemblies can accelerate the elevator car 10 from a stationary condition to an intermediate speed. The express drive assemblies accelerate the elevator car 10 from the intermediate speed to the express speed. Transition zones similar to the transition zones 152, 153 described above can provided between the intermediate and express drive assemblies 20.

To transition to the express speed from the intermediate speed, the free, i.e., disengaged, set of clamp-runners 72 on the elevator car 10 can be positioned so as to align the associated clamps 44 over the drive segments 22 of the express drive assemblies 20, in response to inputs generated by the car manager system 222.

The free clamps 44 begin to engage the drive segments 22 of the express drive assemblies 20, and gradually increase their traction until the express drive assemblies 20 are able to bear the weight of the elevator car 10 and its contents. At this point, the previously engaged set of clamps 42, i.e., the clamps 42 associated with the intermediate drive assemblies 20, disengage.

The intermediate drive assemblies 20 can be used to transition the elevator cars 10 from express speed to a stationary condition, in a manner substantially similar to the above- described acceleration process.

Sections of one or more elevator shafts can be dedicated as express zones, one for upward and one for downward movement, so that upwardly moving and downwardly moving cars do not interfere with each other. The elevator cars 10 do not stop to load or unload passengers while in the express zones. Elevators shafts that accommodate express zones can be located adjacent to each other to allow smooth switching from one express shaft to another. Switching shafts front to back

Figures 14A and 14B depict an alternative embodiment that facilitates front-back switching of elevator cars 200 in the front to back direction, as well as the left to right direction. The spacing between drive assemblies 20 in this embodiment is sufficient to permit the elevator cars 10 to switch shafts positioned in the noted directions 147, 149. In particular, Figure 14A shows four elevator shafts 12p, 12q, 12r, 12s arranged in a bank. The elevator car 10 in shaft 12p is small enough to fit between the drive assemblies 20 in both the front-back and left-right directions.

Four drive assemblies 20 are disposed in each of the elevator shafts 12p, 12q, 12r, 12s to facilitate left-right motion. These drive assemblies 20 are positioned at or near the four corners of the shaft and are referred to as the left-right set 146 of drive assemblies 20.

Four additional drive assemblies 20 are disposed in each shaft 12p, 12q, 12r, 12s to facilitate front-back motion. These drive assemblies 20 are positioned at or near the four corners of the shaft, are substantially perpendicular to the other set of drive assemblies 20, and are referred to as the front-back set 148 of drive assemblies.

Arrows 147, 149 in Figure 14A indicate the possible directions in which movements between the elevator shafts 12p, 12q, 12r, 12s can occur.

The elevator cars 10 have clamp runners 144 mounted on the front and back thereof, as in the embodiments described above. The elevator cars 10 also have clamp runners 142

mounted on the left and right sides thereof. The clamp runners 142, 144 can be substantially identical to the clamp runners 74.

In this embodiment, the runner pairs 142, 144 are wider than the car and the spacing between the drive assemblies, since the drive assemblies are further apart than the width of the car and clamp runners need to simultaneously engage the two drive assemblies on either side of the car. The clamp runners 142, 144 need to be stowed in their retracted positions when the clamp runners 142, 144 are not engaged, so that the elevator car 10 can move between the drive assemblies 20. Moreover, the clamp runners 142, 144 are mounted on the elevator car 10 so that the clamp runners 142 and the clamp runners 144 do not interfere with each other when both sets of clamp runners 142, 144 are extended.

Figure 14B is a magnified view showing a clamp runner 144 positioned to facilitate switching between elevator shafts in the left-right directions. A clamp 105 mounted on the clamp runner 144 is engaged on the downwardly-moving segment 26 of a corresponding drive assembly 20 in the left-right set 146 of drive assemblies 20. A guide roller 104 is shown engaging the stationary segment 24 of the drive assembly 20. The associated clamp runner 142 used for front-back movement is free, i.e., disengaged, and is in its retracted state.

Facilitating movement of the elevator cars 10 in the front-back and left-right directions allows a bank of elevators to encompass several planes, with the elevator cars 10 freely switching shafts in both the left-right and front-back directions while the elevator cars 10 are moving up and down. Having an elevator bank encompass multiple planes, stacked front to back, can potentially provide better utilization of space than would otherwise be possible, and can potentially enhance the overall efficiency of the system.

The elevator cars 10 can transition from left-right to front-back movement using sequences that are conceptually similar to those described earlier. For example, if the elevator car 10 is configured for left-right movement, the clamp runners 144 mounted on the front and back of the elevator car 10 can be engaged. To change configurations to accommodate front-back movement, the clamp runners 142 mounted on the sides of the elevator car 10 can extend and engage on the appropriate drive segments 20 in the front-back set 148 of drive assemblies 72. At this point, all of the clamp runners 142, 144 are engaged. The 144 can subsequently disengage and retract. At this point, clamp runners 142 are engaged, and the elevator car 10 is configured to move in the front-back direction. The transition can happen while the elevator car 10 is moving up or down, or is stationary.

As a further embodiment, extending drive assemblies in tall buildings can be accomplished as follows. Each shaft already has two sets of drive assemblies. The two sets can be installed so that they are staggered vertically. For example, the lower left-right set can extend between floors 1 through 20 and the next higher set can extend from 21 through 40. A front-back set can extend between floors 1 through 10 and the next higher set can extend between floors 11 through 30. A car that needs to go up the shaft from floor 1 to floor 40 can start with the lower left-right drive set, and then switch to the front-back set anywhere between floors 11 through 20, and then switch back to the upper left-right set between floors 21 through 30. Slanted and Curved Shafts

Alternative embodiments can be constructed for applications where the elevator shaft is curved or slanted. In these embodiments, the drive assembly 20 can be customized for the shaft. The frame 54 and the stationary segments 24, which function as guide rails, are curved or slanted, which in turn causes the rollers 58 and the elevator car 10 to follow the curved or slanted path defined by the stationary segments 24. The horizontal spacing between the drive assemblies 20 remains constant along the length of the elevator shaft.

In addition, the car manager system 222 can provide inputs that cause the clamp runners 72, 74 on the elevator cars 10 to extend and retract as required to maintain the elevator car 10 in a substantially vertical orientation, so that the passengers are not aware that they are moving along a curved or slanted path. For example, Figure 16 shows two elevator cars 10 with their clamp runners 72 extended so as maintain the associated elevator cars 10 is substantially horizontal orientations. Unlike in the previously-described embodiments, the engaged clamp runners 72 in the upper and lower clamp runners sets 40 set extend to unequal lengths, and may extend in different directions. The free clamp runners 74 are fully retracted, and are ready to be used for a subsequent transition in speed, drive segments, or elevator shafts in accordance with the techniques discussed above.

If the elevator car 10 is to move along a curved path, then the inclination of the drive segments 22, 26 varies from point to point, and the extension of the clamp runners 72 will be continually adjusted during movement of the elevator car 10, to keep the elevator car 10 in a substantially vertical orientation. Position sensors 109b can give the car manager system 222 a substantially accurate reading of the car's position in the shaft. The car manager system 222 can be configured with the inclination of the shaft at each shaft position and can extend the clamp runners 72 as necessary.

If the curved or slanted drive assemblies 20 obstruct the normal location of the doors of the elevator car 10, as in the embodiment shown in Figure 16, the floor landing doors 32 can be placed on the left or right side of the elevator car, instead of the front or rear. The landing doors 32 would be offset away from the inclined shaft 12b. Passengers can enter and exit the elevator cars 10 through the side walls of the leftmost or rightmost shaft of the elevator bank. When the elevator car has stopped at a landing, the car manager system 222 can extend the clamp runners 72, 74 as necessary so that the car moves horizontally and is positioned conveniently adjacent to the doorway 32. Figure 16 shows the car on the right stopped and aligned with a landing doorway 32.

In an alternate embodiment, the elevator car 10 can be switched to a drive assembly 20 that bends so as to assume a vertical orientation at the landing. This can facilitate the conventional placement of elevator doors at the front of the elevator car 10. Horizontal travel between non-adjacent banks

In an alternative embodiment, provisions are provided to transfer elevators cars 10 between non-adjacent elevator banks located in the same or different buildings. In these embodiments, transfer points can be provided at specific locations along the edges of the elevator banks, and horizontal or sloped causeways can be provided between the transfer points. Wheeled trolleys that can carry one of more of the elevator cars 10 transit along the causeways to transport the elevator cars 10 between the elevator banks.

If the drive assemblies 20 in the elevator banks are positioned as shown in Figures 4, 11, and 12, i.e., if the drive assemblies are positioned in front and in back of the elevator cars 10, the transfer points will be located at the extreme left or extreme right shafts. Since the drive assemblies 20 configured in this manner obstruct front to back movement, the elevator cars 10 first move sideways out of the elevator banks before moving forward or backward. Alternatively, if the drive assemblies 20 are positioned as shown in Figure 14, i.e., if the drive assemblies are positioned wide enough to allow a car 10 to pass through, then the transfer points can be at any point along the periphery of the elevator bank.

Transfer of an elevator car 10 between two non-adjacent elevator banks can be effectuated as follows. The clamp runners 72 on the elevator car 10 are undamped from the associated drive assemblies 20 at a transfer point in the first elevator bank, while the elevator car 10 is stationary. The elevator car 10 is placed on a wheeled trolley, which transports the elevator car 10 to a transfer point at the second elevator bank via a causeway. The clamp runners 72 on the elevator car 10 are clamped to drive assemblies 20 located within an

elevator shaft in second elevator bank. The elevator car 10 can subsequently continue its vertical translation in the second elevator bank. Alternate drive assembly and clamp runner

Figures 17A and 17B depict an alternative embodiment of the drive assemblies 20. The alternative drive assembly shown in Figures 17A and 17B comprises a toothed belt 170 in lieu of the loop 23 of the drive assemblies 20. The belt 170 can be formed, for example, from a synthetic rubber material reinforced with KEVLAR to provide the belt with sufficient tensile strength. The belt 170 can have reinforcing pins embedded in the teeth thereof. One segment 22 of the belt 170 moves upwardly, in the direction denoted by the arrow 179; the other segment of the belt 170 (not shown) moves downwardly. A stationary segment (not shown) is located between the moving segments. The stationary segment has the same toothed profile of the belt 170, but is rigid and also functions as a guide rail.

The corresponding clamp mechanism comprises of a pair of clamp sprockets 171 that move in to engage the belt 170 from both sides thereof. The clamp mechanism is mounted on a swivel or sliding housing (not shown.) During the engagement process, the clamp sprockets 171 initially straddle the belt 170, and then move toward the belt 170 so that teeth 172 of the clamp sprockets 171 mesh with the teeth on the belt 170. If the belt 170 is moving at a different speed than the elevator car 10 (and the attached clamp sprockets 171), the clamp sprockets 171 will spin as the clamp sprockets 171 engage the belt 170. A motor (not shown) can be used to spin the clamp sprockets 171 to a desired speed prior to engagement with the belt 170, to help minimize shocks to the clamp sprockets 171 and the belt 170 during the engagement process.

The clamp sprockets 171 can have an integrated disk brake that stops the clamp sprockets 171 from rotating in relation to the belt 170, so that the clamp sprockets 171 and the attached elevator car 10 move upwardly or downwardly with the belt 170. The disk brake includes calipers 173, electrically or hydraulically driven pistons 177 mounted on the calipers 173, and brake pads 175 mounted on the pistons 177. The brake pads 175 are positioned so that the brake pads 175 can engage a smoothened area 174 on the side of each clamp sprocket 171. The calipers 173 and the pistons 177 press the brake pads 175 on to the spinning clamp sprockets 171 to slow the rotation of the clamp sprockets 171. This causes the weight of the elevator car 10 to be slowly and smoothly transferred to the belt 170. When the calipers 173 are fully engaged, the clamp sprockets 171 stop spinning, and the motion of the elevator car

10 is synchronized with that of the upwardly or downwardly segment of the belt 170 to which the clamp sprockets 171 are engaged.

Figures 18A and 18B depict another alternative embodiment of the drive assemblies 20. The alternative drive assembly of Figures 18A and 18B comprises a double-stranded chain 180 in lieu of the toothed belt 170. The chain 180 comprises outer link plates 182, inner link plates 184, and cylindrical rollers 186. The outer link plates 182, inner link plates 184, and cylindrical rollers 186 are connected using pins 188 and clips 189. Guide sprockets (not shown) mounted on the drive assembly frame 27 function as guide rollers by engaging one strand of the chain 180 to dampen vibration. Toothed sprockets mounted on the clamp mechanism of the elevator car 10 engage the other strand of the chain 180, and operate in substantially the same manner as the clamp sprockets 171 described above.

In other alternative embodiments of the drive assemblies 20, the loop 23 can be replaced by long screws or worm drives that extend along the length of the drive assemblies 20. The drives may be flexible to accommodate curved shafts. The alternative embodiments include three screws or worm drives: one each for upward and downward movement of the elevator car 10, and one for when the elevator car 10 is the stationary condition.

The upward and downward screws or worm drives turn in opposite directions; the stationary screw or worm drive does not turn. The clamping devices of these embodiments comprise a worm or spur gear that engages the moving screw or worm drive. The worm or spur gear spins upon engaging the corresponding screw or worm drive, if the elevator car 10 is not moving at the same speed as the drive assembly. An integrated disk brake on the worm or spur gear engages to gently stop the spinning thereof. When the brake has fully locked the worm or spur gear, the elevator car 10 is moving in the direction and at the speed dictated by the screw or worm drive to which the elevator car 10 is clamped. Computer control system

The computer control system manages the overall operation of this elevator system. The computer control system comprises the central control system 220, a car manager system 222 associated with each individual elevator car 10, and various sensors on each car.

Various components and sub-components of the control system are depicted in the form of a block diagram in Figure 22. The central control system 220 comprises a computer processor. The processor can be, for example, a microprocessor. The central control system 220 also comprises a memory device communicatively coupled to the processor. The central control system 220 further comprises a set of computer-executable instructions stored on the

memory device. The algorithms for path computation for the elevator cars can be incorporated into the computer-executable instructions.

The central control system 220 also comprises a transceiver 221 or other suitable device communicatively coupled to the processor 220, for facilitating communications between the central control system 220, the car managers 222, and other components.

Each elevator car 10 includes a car manager system 222. The car manager systems 222 are depicted in the Figure 22. Each car manager system 222 comprises a processor such as a microprocessor. Each car manager system 222 also comprises a memory device communicatively coupled to the processor 222, and a set of computer-executable instructions stored on the memory device. In addition, the car managers 222 each comprise a transceiver 221 or other suitable device communicatively coupled to the processor 222, to facilitate communications with the central control system 220 and other components.

Each car manager system 222 receives inputs from multiple points, including the load sensors 109a, shaft position sensors 109b, clamp runner position sensors, door sensors 225, and the hydraulic system of the corresponding elevator car 10. The hydraulic lines 229 connect the hydraulic pumps 228 to the clamp valves 106, the clamp swivel control valves 226, and the clamp runner slide control mechanism 227.

The central control system 220 manages the overall operation of the bank of elevators by handling calls and requests from elevator passengers, planning car movements to optimize utilization and to prevent collisions, timing the shaft switching of cars to avoid obstructions, and balancing the loads so as to not exceed system limits.

The central control system 220 is configured to prevent collisions by planning, tracking, and coordinating the movements of all of the elevator cars 10. The central control system 220 reserves specific segments within the elevator shafts for specific periods of time to facilitate the passage of an elevator car 10 through the segment. For safety, an additional buffer space is reserved above and below the actual reserved space. When an elevator car 10 transitions between elevators shafts, segments in both elevators shafts are reserved during the transition period. When an elevator car 10 is stationary at a landing, the shaft segment around the elevator car 10 is reserved for as long as the elevator car 10 is there. Collisions are prevented because the central control system 220 does not permit any other elevators cars 10 to enter the reserved segments.

The central control system 220 also balances the elevator system by tracking the difference in upward and downward forces for each period of time, as discussed below.

The central control system 220 determines the optimal paths for the elevators cars 10 by minimizing the total cost of the paths. The total cost of a path is the sum of the costs of the transitions that make up the path. The transitions include 'starting', 'stopping', 'moving" up or down the shaft, 'switching shafts', and 'pausing'. Each type of transition may have a different cost.

In the preferred embodiment, the path computation is done whenever a car is ready to move. A suitable path is computed based on the car's starting and destination floors, so that the car does not move through any shaft segment that is already reserved, and so that the system balance is maintained within limits, and so that the total path cost is minimized. The computed path is sent to the car manager 222 on the elevator car 10 as a sequence of commands for the transitions required to follow the path.

The car manager system 222 of each elevator car 10 controls operation of the onboard electronic subcomponents on each car. The car manager system 222 also manages the clamps 42, the clamp runners 72, load sensors, and tilting mechanism, and monitors the onboard call buttons.

Elevator cars such as the elevator cars 10 need a constant supply of electricity to operate lights, fans, on-control systems, etc. Moreover, on-board control systems and emergency communications systems need reliable data signal connections with associated systems located outside of the elevator shafts. Both of these requirements can be addressed by power distribution using the drive assemblies 20. In particular, a low voltage (potential difference) can be applied across the stationary segments 24 of the drive assemblies 20 located at the front and rear of each elevator shaft. The voltage can be adequate to drive the lights, air conditioning, hydraulics and other electronic systems. A battery can be located on board each elevator car 10 for emergency use.

Control data, digitized voice channels and music are multiplexed on a carrier and transmitted bi-directionally over the power supply using existing technology. Balancing without counterweights

All the drive assemblies 20 associated with a bank of elevators can be mechanically linked so that the drive assemblies 20 are driven by one set of motors. This configuration permits the elevator cars 10 to act as counterweights to each other. In particular, a load on an upwardly-moving segment 22 can be balanced by a substantially equal load on a downwardly-moving segment 26, even if the drive segments 22, 26 are associated with different drive assemblies 20 located in different elevator shafts.

Figure 19A depicts two identical weights denoted by the reference characters 192 and 194. The weight 192 is associated with an upwardly-moving elevator car 10, and the weight 194 is associated with a downwardly-moving elevator car 10. The two equal weights 192, 194 balance each other in the single drive assembly 20 in shaft 12a.

In Figure 19B, the weight 192 is carried by a first drive assembly 20 located in a first elevator shaft 12a, and the weight 194 is carried by a second drive assembly 20 located in a second elevator shaft 12b. The first and second drive assemblies 20 are mechanically linked by a horizontal belt 196 which transfers loads between the two drive assemblies 20, thereby allowing the two weights, i.e., the upwardly and downwardly-moving elevator cars 10, to balance each other even though the weights 192, 194 are located on different drive assemblies 20 in different elevator shafts.

In Figure 19C, two weights 192, representing two upwardly-moving elevator cars 10, are being carried by a first drive assembly 10 in shaft 12a. Two weights 194, representing two downwardly -moving elevator cars 10, are being carried by a second and a third drive assembly 20. The first, second, and third drive assemblies 20 are located in different elevator shafts. The first, second, and third drive assemblies 20 are mechanically linked by a horizontal belt 197 which transfers loads between the three assemblies 20, thereby allowing the four weights to balance each other even though the weights are located on different drive assemblies 20 in different elevator shafts, and are distributed in an uneven manner common three drive assemblies 20.

The central control system 220 is configured to ensure that, at any given time, the total load associated with the upwardly-moving elevator cars 10 is approximately counterbalanced by the total load associated with the downwardly-moving elevator cars 10. The balancing equation programmed into the central control system 220 considers the vertical forces associated with by the weight, acceleration, deceleration and friction for each elevator car 10. Stationary elevator cars are not relevant to the balancing equation. The central control system 220 also ensures that the total unbalanced load on the drive motors remains within acceptable limits.

The central control system 220 schedules the movement of the elevator cars 10 to achieve the above-noted counterbalancing and load-limiting functions. In particular, the central control system 220 may move empty elevator cars 10 up or down, and/or delay the movement of loaded elevator cars 10, to maintain an acceptable balance between upwardly- moving and downwardly-moving loads, and to avoid exceeding the maximum acceptable

load on the drive motors. The overall system should be configured to operate in a satisfactory manner with an imbalance equal to at least the weight of one empty elevator car 10, to ease the scheduling process and to avoid scheduling deadlocks. If necessary, an elevator car 10 may be halted in the middle of its transit until another elevator car 10 is available to balance the load. Whenever possible, such halts are made at a location so that the car doors can be opened if the expected delay is long.

In elevator banks or systems that incorporate express zones, the drive assemblies 20 associated with in the express zones can be mechanically coupled to the drive assemblies 20 associated with the non-express zones by reduction gears. This feature can facilitate load balancing among drive assemblies 20 operating at different speeds. In particular, elevator cars 10 operating at relatively high vertical speeds in express zones exert a proportionally higher vertical load on the drive motors than elevators cars 10 operating at slower vertical speeds in non-express zones. For example, if the elevator cars 10 operating in the express zones are moving at twice the speed of the elevator cars 10 operating in the non-express zones, the load exerted on the drive motors by the elevators cars 10 operating in the express zones is double that of the elevators cars 10 operating in the non-express zones.

The above-described counterbalancing methodology eliminates the need for each individual elevator car to be equipped with its own counterweight. Eliminating the need for individual counterweights 14 can potentially improve the overall efficiency of the elevator system by reducing the amount of energy need to operate the system. Moreover, eliminating the need for individual counterweights can make it feasible to operate two or more elevator cars 10 in one elevator shaft on a simultaneous basis.

Linking the various drive assemblies 20 together can help ensure that all the drive assemblies 20 operate at substantially the same speed. Speed synchronization is needed, for example, to facilitate the smooth switching of elevator cars 10 between shafts.

The mechanical linkage between drive assemblies 20 can incorporate chain loops, drive shafts, hydraulics, a combination thereof, or other suitable means in alternative embodiments. Moreover, the drive motors can be connected to different drive assemblies 20, and the operation of the drive motors can be coordinated by other suitable means so that so that the drive assemblies 20 move at substantially the same speed. Joining elevator cars

The use of relatively small elevator cars is desirable because smaller elevator cars, in general, can facilitate faster transit times. A need for relatively large elevator cars may

occasionally exist, however, in some applications. For example, larger elevator cars may be needed to carry stretchers bearing injured people. To satisfy this need while facilitating the using small elevator cars, two or more elevator cars can be joined together temporarily so as to move in tandem in adjoining elevator shafts, and a side wall on each of the elevator cars can open to provide a relatively large adjoining space defined by the two elevator cars.

Figure 2OA is an elevation view of an embodiment in which two elevator cars 200 located in adjoining shafts 12a and 12b are being temporarily joined to form a larger car. The elevator cars 200 are aligned horizontally, and are rigidly connected to each other using multiple sliding bars (not shown) positioned under the floors and above the ceilings of each elevator car 200.

Each elevator car 200 has a sub-floor panel 204. The sub-floor panel 204 of each elevator car 200 is slid towards the sub-floor panel 204 of the other car 200, in the direction denoted by the arrows 207, and is latched to the other sub-floor panel 204. The sub-floor panels 204 form an extended floor that bridges the gap between the cars 200. Each elevator car 200 has a ceiling panel 205 that likewise slides toward and is latched to the ceiling panel 205 of the other elevator car 10, to form an extended ceiling.

As shown in Figure 2OB, each elevator car 200 has a side wall 206 that can separate and swing open like a bi-fold doors in the directions denoted by the arrows 209. The side walls 206, when opened, form new side walls between the two cars 200. Moreover, folding the side walls 206 creates a relatively large, unified space within the two elevator cars 200.

The central control system 220 can coordinate the movement of cars so that the joined cars move together in tandem without interference from other cars. The car manager systems 222 in the joined elevator cars 200 can control the operation of the clamp runners 72, 74 so that they do not interfere with each other. The elevator cars 200 can be operated in a joined state only if there are no obstructions between their associated shafts within the range of travel in which the joined elevators cars 200 are to operate. The combined car can even switch shafts if necessary.

Smaller cars can take passengers directly to their specific destinations and are less likely to stop at intermediate floors to load or unload other passengers. They reduce passenger transit times and improve utilization. Newer buildings with many offices or apartments can be designed so that these small cars go directly to the inside of a specific office or apartment, without stopping at any intermediate floors. Security features can be provided to ensure that the car does not unload unauthorized passengers at private stops.

With proper design, it may be possible to completely eliminate the shared elevator lobby area on each floor, thus further improving the utilization of floor space in the building. In apartment buildings, passengers can authenticate themselves at the ground floor lobby and elevator can take them directly to their homes. Tilting cars during horizontal acceleration

Elevator passengers are accustomed to vertical accelerations and forces induced when an elevator car 10 starts or stops moving vertically upward or downward. When elevator cars 10 move sideways to transition between different elevator shafts, passengers are subjected to horizontal accelerations and forces as well. The passengers may be caught unaware and may lose their balance due to these forces. Also, luggage or freight in the car may tip over when horizontal forces are applied.

To mitigate this potential issue, the entire elevator car 10 can be tilted slightly toward the direction of horizontal acceleration. The elevator car 10 can be tilted in the opposite direction during deceleration. In one possible embodiment shown in Figure 21A, the tilting mechanism comprises hydraulically actuated cylinder 214. The clamp runners 72 are mounted on a mounting plate 212. The body of the elevator car 10 is mechanically coupled to the mounting plate 212 using multiple hydraulic cylinders 214. The hydraulic cylinders 214 can extend or contract in a substantially synchronized manner to tilt the elevator car 10 in relation to the mounting plate and the clamp runners 72, in the direction denoted by the arrow 216. In this embodiment, there are eight hydraulic cylinders 214, of which the four mounted on the front wall are shown. More or less than eight hydraulic cylinders 214 can be used in alternative embodiments. The elevator car 10 can be tilted using other suitable means, such as pneumatic cylinders, screw jacks, or electric motors, in alternative embodiments.

The central control system 220 can be configured to calculate the degree and timing of the tilt so that the passengers do not feel any substantial horizontal forces. The optimal angle of tilt is a function of the vertical force and the horizontal acceleration acting on the elevator car 10. Load sensors 109a used to measure the weight of the elevator car 10 can provide a measurement of the vertical force at a given instant. The vertical force is primarily the weight of the elevator car 10, but can vary slightly depending on whether the elevator car 10 is accelerating or decelerating in the vertical direction. The horizontal acceleration of the car 10 can be predicted based on the movement of the clamp runners which are in turn controlled by the car manager system 222.

The desired angle of tilt can be calculated by the car manager system 222 using, for example, an algorithm that calculates the angle of tilt as the trigonometric tan inverse function of the ratio of the horizontal and vertical forces. The central control system 220 can send a control input to the jacks 214 to effectuate the desired tilt. With the elevator car 10 tilted, passengers should experience little if any change in the perceived horizontal force acting on them as the elevator car 10 accelerates horizontally. Rather, the passengers may feel a slight change in the vertical force acting on them, which is generally considered acceptable.

The foregoing description is provided for the purpose of explanation and is not to be construed as limiting the invention. Although the invention has been described with reference to preferred embodiments or preferred methods, it is understood that the words which have been used herein are words of description and illustration, rather than words of limitation. Furthermore, although the invention has been described herein with reference to particular structure, methods, and embodiments, the invention is not intended to be limited to the particulars disclosed herein, as the invention extends to all structures, methods and uses that are within the scope of the appended claims. Those skilled in the relevant art, having the benefit of the teachings of this specification, can make numerous modifications to the invention as described herein, and changes may be made without departing from the scope and spirit of the invention as defined by the appended claims.

Parts Description

List

10 Elevator car

12 Elevator shaft. 12« refers to shaft n

13 Shaft wall

14 Counterweight

16 Cable

18 Conventional pulley

20 Drive assembly

21 Floor at a level. 2 Xn is the n ^th level.

22 Upward moving segment

22a Direction of upward moving segment

23 Belt loop

24 Stationary segment

25 Drive motor

26 Downward moving segment

26a Direction of downward moving segment

27 Drive assembly frame

28a Upper pulley

28b Lower pulley

28c Direction of rotation of pulley

29 Drive propulsion belt

31 Drive assembly set

32 Door to shaft on landing

40 Clamp runner pair

42 Upper Clamp

44 Lower Clamp

46 Direction of motion of car

52 Tooth on sprocket

56 Roller support bracket

58 Rollers on loop

62 Channel for guide rollers

64 Hole in loop belt

Abrasion resistant cladding Rivet to fasten cladding Direction of motion of belt Car wall Upper clamp runner Clamp runner bars Lower clamp runner Clamp runner stepper motor Clamp runner position sensor Rack Pinion Slot in bar Swivel housing Swivel pin Roller swivel Guide roller a Direction of swiveling of guide rollers Swiveling caliper Hydraulic valve Piston a Hydraulic fluid Brake pad a Strain gauge load sensor b Shaft position sensor Direction of motion of clamp runner Direction of motion of car Retracted clamp runner Extended clamp runner Left-right set of drive assembly Left-right direction arrow Front-back set of drive assembly Front-back direction arrow Transition zone

153 Transition zone

170 Toothed belt

171 Clamping sprocket

172 Sprocket tooth

173 Caliper

174 Braking surface on sprocket

175 Brake pad 177 Piston

180 Flexible chain

182 Outer link

184 Inner link

186 Roller

188 Pin

189 Clip

192 Upward moving car

194 Downward moving car

196 Linkage belt for two drive segments

197 Linkage belt for three drive segments 200 Joinable elevator car

204 Sliding floor panels

205 Sliding ceiling panels

206 Side walls opening

207 Direction of floor movement

209 Direction of side wall swinging open

212 Clamp runner mounting plate

214 Tilting hydraulic cylinders

216 Direction of tilt

220 Central control system computer

221 Communications device

222 Car manager computer

223 Clamp mechanism controller

225 Door control mechanism and sensor

226 Swivel control valves

227 Clamp runner slide control mechanism

228 Hydraulic pumps

229 Hydraulics supply line