US1206388A - Elevator system. - Google Patents

Description

A. SUNDH & W. F. MAYER.

ELEVATOR SYSTEM APPLICATION FILED MAY 7, I914- Patented Nov 28, 1916.

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ELEVATOR SYSTEM.

APPLICATION FILED MAY 7. I9I4.

Pdtented Nov. 28, 1916.

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ELEVATOR SYSTEM.

APPLICATION -FlLED MAY 7' 1914.

Patented Nov 28, 1916.

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ii rarnirr AUGUST SUEDE-I, 01F HASTINGS-UPON-HUDSDN, NEW YQRK, AND WALDEMAR F. MAYER,

0F HOIBOKEN, NEW JERSEY, ASSIGNORS E0 OTIS ELEVATOR CUMPANY, A GGRPO- RATION 0F NEW JERSEY.

ELEVATOR. SYSTEM.

Specification of Letters Patent.

Patented Nov. as, 19th.

Application filed May Y, 1914:. ?Serial No. fitttfififi.

To all whom it may concern:

Be it known that we, AUGUST SUNDH and i/VALDEMAR F. ll IAYER, citizens of the United- States andSwitzerland, respectively, residing at Hastings-upon-Hudson, Westchester rounty, State of New York, and Hoboken, Hudson county, State of New Jersey, respectively, have invented a new and useful Improvement in Elevator Systems, of which the following is a specification.

Our invention relates to elevators, and more particularly to the friction drive or so-called traction type, employing as a motive power a prime mover, and variable speed fluid power transmission mechanism for transmitting power from the prime mover to the hoisting apparatus.

Essentially the invention consists of an improved controlling system for motive power of the above-noted character having torque and speed characteristics which vary in inverse ratio, and wherein the motive power is employed for operating an elevator car in an ascending direction, and for giving the car an initial impulse to start the same from a position of rest when it is desired to descend, and the car thereafter descending by gravity.

The invention further consists in a novel arrangement for effecting the retardation of the elevator car when descending by gravity, the rate of retardation being controlled as desired from the car.

Other objects of the invention will appear more fully hereinafter. the novel combinations of elements and arrangements of parts being set forth in the appended claims.

Referring now to the accompanying drawings, Figureil shows a typical traction elevator system together with certain controlling mechanisl. therefor arranged in accordance with the present invention; Fig. 2 is a front view of Fig. 1 Fig. 3 is a part sectional detail view of the variable speed fluid power transmission mechanism shown in Fig. 1. together with an electric motor for operating the same, and controlling apparatus for-the power mechanism and electric motor: Fig. 4 shows a front sectional view of the fluid motor; Fig. 5 shows a front view partly in section of the pump, controlling valves therefor, and mechanism for varying the fluid output of the pump; Fig. 6 shows a shipper sheave and other mechanism associated therewith.

The elevator system shown in Fig. 1 is of the well known traction type, and comprises an elevator'car C, and counterweight W, which are connected at the opposite ends of driving cables or ropes 1 which pass over a traction sheave 2. The sheave 2 is adapted to be drivenby the power unit A, comprising a fluid motor F adapted to be run at variable speeds, a pump P of the variable stroke type, and an electric motor M. The power transmission mechanism herein shown is similar to that shown and described in detail in co -pending applications of August Sundh, bearing respectively, Serial No. 794,- 829, and 764,994, and filed, respectively, 00- tober 13, 1913 and May 2, 1913, and a detailed description thereof will not be necessary. The said transmission mechanism is of the type having a torque and speed characteristic which vary in inverse ratio. The fluid motor F comprises a plurality of plungers or trunk pistons 3 which are operatively connected to a single throw balanced crank shaft 1, to which the traction sheave 2 is keyed. The plungers work in bores 5 of the oscillating disks 6, which direct fluid to and from the plungers 3by way of ports 7 and 8, which are adapted alternately to register with stationary ports 9 and 10, which are in communication with corresponding pressure and discharge chambers 11 and 12 respectively.

The chambers 11 'are all interconnected as are the chambers 12. When it is desired to reverse the direction of rotation of the motor F, these connections are reversed, so that the chambers 11 constitute the i'lischarge chambers, and chambers 12, the. pressure chambers.

The crank shaft 4 is supported by roller bearings 4 which in turn are supported by end covers 25 and 26.

The pump comprises a set of seven cylin ders designated by the reference number 13. each of which has its own valve designated 14. The cylinders are operatively connected to an adjustable eccentric 15, arranged on a crank shaft 16, and each cylinder is radially disposedabout the said shaft. The

lever 32 to the lever 35 to eff ct valves for each cylinder are also radially disposed about the said shaft, and are operated by an eccentric 17 fixed on the shaft 16. The shaft 16 is supported at one end by ball bearings 18 which are supported by a bearing plate 19, and at an intermediate point thereon by roller bearings 20 supported by a plate 21 and'cover 22, as arethrust bearings 23.

The combined fluid motor and pump and also the electric motor M are suitably fixed on a bed plate 245.

The pump lungers are all operated from the shaft 16 y means of the eccentric 15. The eccentric 15 is arranged and constructed so as to be shifted in a plane perpendicular to the axis of the shaft so as to reverse thestroke of the plungers and also effect any desired stroke of theplungers from zero to a maximum. A center shifting device X- for the eccentric 15 is actuated by means of a cam 27 which is fixed on a shaft 28, the latter being supported in bearings 29. The center shifting device shown in the drawings is shown and described in detail in a copending application of August Sundh, Serial No. 828,190, filed March 30, 1914, and therefore does not necessitate a detailed description. The center shifting device is controlled from the elevator car by means of a manually operable lever device L, which. is connected in a well known manner, through a cable connection 30, to a shipper sheave 31, fixed to the shaft 28. Generally speaking the connection between the cam 27 and the center shifting device comprises a pivoted lever 32 which carries a roller 33 at its upper end which co-acts with a cam slot 34. on the outer periphery of the cam 27, said slot having a particular formation as hereinafter described. lever is pivoted in a slot provided in the shaft l6, and is operatively connected through slidablo bearing 36' with the eccentric 15. A. col 37 rotatable with the shaft 1%, transmits motion through a connection 38, from the stroke oi the pump plungers r sired variation in tl stroke zero to maximum.

lish a fluid. connection between and discharge chamber ill. sage being controll valve This var nected with the cam between comprising 41, said lever being end to the piston roller 42 which co-acts on the cam 2?.

The electric motor i otherwise suitably 16, the motor in tin ing preferably a adapted to run in one d the operation of the elevator car in the reverse direction is effected by reversing the direction of fluid through the fluid motor.

t main line knife switch S is placed in the current supplv circuit designated and and an electromagnet switch G controls the circuit of the armature and shunt field windings of the motor M. The electromagnetic switch G is controlled by a dashpot relay switch M, which in turn is controlled by a mechanical switch 45,. see Fig. 6, which is actuated by means of cam faces 46 and +17 formed integrally with the shipper sheave 31.

A sectional resistance R connected in series with the motor armature is controlled by means of a dashpot solenoid magnet H, which is connected in a well known manner automatically to effect the short circuiting of the starting resistance as the motor armature speeds up.

Thus far in the description it will be seen that the fluid motor F is operated by means of fluid under pressure delivered thereto by the pump P, the output of which can be varied as desired to effect a variation in speed of the fluid motor, by means of the center shifting mechanism X, which is controlled from the elevator car by the lever device L.

Now one of the main objects of the invention is to employ the power unit A to drive the elevator car in one direction of travel only, that is in an ascending direction. and to depend on the action of gravity in descending, the power unit being controlled in a. manner to operate only momentarily to give an initial impulse to the car, to start the same in adescending direction. Provision is also made to eii'ect the retardation of the car against the action of gravity.

Tn carrying out the above idea, the relative weights of the elevator car and counterweight are such that the car overbalanccs the latter, hence the ca can descend by gravity. seen that t tendency oi the car will be to exert aid wing action on the fluid motor 2?, but it is a. well known fact that with the ck exis 7 motor l scent of e car. New in order to overr 'ie this mud lock or brain 1 motor action this arrangement it will be given thereto by the power unit A as hereinaiter described.

The particular function andarrangement of the cam 27 and cam slots 34-. and 43 will now be given. The parts as shown arein their normal position with the power unit A at rest. The cam slot 34 is arranged to rock the lever 32 to eiiect a variation in the stroke of the pump plungers from zero to maximum when rotated in a clockwise direction, looking toward the left on the drawing. This direction of rotation of the cam 27 corresponds to the up direction of car travel, and it will be particularly noted that any desired car speed between predeter mined limits can be obtained in this direction of car travel, since the, output of the pump can be varied as desired to effect the .operation of the fluid motor at any desired speed between predetermined limits. cam slot 43 is so formed as to be inefiective upon the rotation. of the cam in said clockwise direction, thus the by-pass valve 39 will remain in a normal position as shown, to close the fluid passage between the chambers 11 and 12 during the up direction of car travel.

Now upon rotation of the cam 27 in an anti-clockwise direction which corresponds to the down direction of car travel, the cam slot is arranged to rock the lever 32 to effect the operation of the fluid motor in a reverse direction to that just described, the

slot being so formed to effect only a small' movement of the lever 32, or enough to start the fluid motbr F only momentarily to give to the elevatorcar an initial impulse to start the car downwardly. For this direction of rotation of the cam 27, the cam slot 43 is arranged to efi'ect a movement of the by-pass valve 39 from its normal closed position to a lull open position thus establishing communication between the chambers Hand 12, for the purpose heretofore explained.

' The general mode of operation of the en tire system by means of the lever device L in the car will now be given. By moving the lever device L toward the right, the shipper sheave 31, together with the cams 46 and 47, are rotated in a clockwise direction. Upon this direction of rotation of the sheave 31., the cam ac edects the closing of the switch 45, thus establishing acircuit for the winding of the relay magnet 44, the circuit therefor being as follows: From the conductor, through the knife switch 8 to conductor 46', switch 4-5, conductor 47, through the relay winding, and conductor 48 to line. The relay switch will now establish a circuit for the winding of the :electro-magnetic switch G, said circuit being as follows: From the conductor 46 to conductor 49, through the relay magnet switch to conductor 50, winding out switch The Gr, conductors 51 and as to line. The electromagnetic switch G will operate and close a circuit for the motor armature and shunt field. The motor M will now start running at slow speed with all of the starting resistance R in series therewith, which resistance is automatically cut out in a plurality of steps by the dashpotelectromagnet H, as the motor accelerates to full speed, Wjhich as is well known will be constant under varying loads thereon. Power now being available fromthe electric motor M, efi'ects the operation of the pump P which will now deliver fluid to. the fluid motor F to efiect the operation of the car in an up direction, the speed of course at which the car travels being controlled between predetermined limits by the lever L. By moving the lever back to central position, the stroke. of the ump pistons is gradually diminished until t ey are again at no stroke position, and the fluid during this period exerts a braking action on the fluid motor, which edectually brings the same to a gradual stop, together with the, elevator car.

It is here where the function of the das pot relay is to be pointed out, the purpose of the same being to maintain the main line switch closed for a predetermined period of time and thus keep the electric motor M running during such period. The provision of this time period is made to maintain the electric motor in operation during the stopping periods of the transmission mechanism, which are quite frequent particularly in elevator service, and by such an arrangement a great saving of current is obtained. If however the stopping period of the car exceeds a predetermined amount, dependent of course on the dashpot relay M -the latter will open the circuit of the winding of the electromagnet G and the same will open. and disconnect the motor from the source of current supply.

. New assuming'all parts at rest, and say the lever L is moved toward the left; this movement eflects the rotation of the shipper sheave together with the cams 46 and d7 in an anti-clockwise direction. The initial rotation of the sheave in this. direction ettects the closing of the switch 45 by the cam 47, thus effecting the establishment of circuits for the motor armature and field as heretofore explained. The cam 4:? however is arranged to eiiect the operation of the electric motor only momentarily, since a further movement of the lever rotates the cam 47 to permit the switch 45 to. open and thereby eiiect the opening of the said circuits. Likewise the fluid motor is put into operation only momentarily, the efiect being to give to the elevator car an impulse suflicient to start the same downwardly, and the car being heavier than the counterweight, will descend thereafter by the action of gravity, The speed of the car, however, in descending is controlled by the lever device, since by manipulation of the same, the by-pass valve can be controlled to restrict the fluid passage between the chambers 11 and 12, to effect a desired braking action on the fluid motor. liloving the lever device back to its central position, effects the movement of the valve 39 to its normal position, thereby closing the fluid iassage between the chambers 11 and 12, and thus causing the fluid motor together with the car to be brought to a stop. It will be noted that in the operation of the lever device to return the sheave and cams to their normal position in this instance, the cam 47 will not close the switch 4.5 to efiect a momentary operation of the electric motor M. This feature is of particular imporance since it will be seen that the power unit A will not again be put into operation as the car in descending is being brought to a stop by the movement of the by-pass valve to close the fluid passage between the chambers 11 and 12.

It will readily be appreciated that the' type of power mechanism herein disclosed, having a torque and speed characteristic which vary in inverse ratio, is very desirable particularly for elevator service, where the starting torque is greatly in excess of that required to operate a car after it is once started. Furthermore it will be seen that the system in its entiret" is economical in operation, as well as reliable.

It is obvious that the improved system of control herein shown has applications to various other types of variable speed power transmission mechanism, and furthermore various modifications might be made in the details and arrangement of parts without departing from the spirit and scope of our invention, and we wish therefore not to be limited to the precise details and arrangements as herein disclosed.

What we claim as new and desire to secure by Letters Patent of the United States 1s:- v 1. In atraction elevator system, the combination with. a car and counterweight, means for suspending the same, motive power for the car, means controlled from the car for controlling the motive power to control the car in ascending, and to effect a momentary application only of the motive power to give to the car an initial impulse to start the 'same in a descending direction, and means cooperating with the second named means to prevent a second application of the motive power to the car until the latter has been brought to rest.

2. In a traction elevator system, the combination with a car and counterweight, means for suspending the same, motive power for the car, means controlled from mosses the car for controlling the motive power to control the car in ascending, and to ellect a momentary application only of the motive power to give to the car an initial impulse to start the same in a descending direction,

the car traveling thereafter by gravity, and means cooperating with the second named means to prevent a second application of the motive power to the car until the latter has been brought to rest.

3. In a traction elevator system, the combination with 4 a car, a counterweight, means for suspending the car and counterweight, motive power for the car, means controlled from the car for controlling the motive power to control the car in ascending, and to effect a momentary application only of the motive power to give to the car an initial impulse to start the same in a dc scending direction, the car traveling thereafter by gravity, and means coiiperating with the second named means to prevent a second application of the motive power to the car in descending as the first named means is moved from operated to neutral position.

4. In a traction elevator system, the combination with a car and counterweight, of a hoisting apparatus comprising a driving sheave, cable connections between the sheave, car and counterweight, motive power for driving the car, a manually operable device in the car, means controlled by the said device for efi'ecting the application of the motive power to drive the car in an ascending direction and for effecting a momentary application of the motive power to start the car in a descending direction,

and arranged thereafter to allow the same to descend by gravity, and means controlled by the said lever device for effecting a braking action of variable power to the said motive power.

5. In a traction elevator system, the combination of a car and counterweight, means comprising a traction sheave and cable connections for suspending the car and counterweight, motive power for the car, said motive power comprising an electric motor arranged to run in one direction, and fluid power transmission mechanism between the sheave and the electric motor, a manually operable device in the car, and mechanism controlled thereby for controlling the operation of the motive power when the car is ascending, and for effecting a momentary application of the driving power to start the car in a descending direction.

6. In a traction elevator system, the combination of a car and counterweight. means comprising a traction sheave and cable connections for suspending the car and counterweight, an electric motor arranged to run in one direction, fluid power transmission mechanism between the sheave and llll incense 7. an elevator system, the combination of a car and counterweight, means comprising a traction sheave and cable connections for suspending the car and counterweight, an electric motor arranged to run in one direction, fluid power transmission mechanism between the sheave and electric motor, a manually operable device in the car, mechanism controlled thereby for starting, stopping and controlling the speed of the car in an ascending direction, and for eflecting a momentary operation of the electric motor and transmission mechanism to give to the car an initial impulse to start the same downwardly, and thereafter permitting the same to descend by gravity, and means for retarding the movement of the car against the action of gravity.

8. In an elevator system, the combination of a car and counterweight, means comprising a traction sheave and cable connections for suspending the car and counterweight, an electric motor arranged to run in one direction, fluid power transmission'mecha; nism between the sheave and electric motor, a manually operable device in the car, mechanism controlled thereby for starting, stopping and controlling the speed of the car in an ascending irection, and for effecting a momentary operation of the electric motor and transmission mechanism to give to the car an initial impulse to start the same downwardly and thereafter permitting the same to descend by gravity, and means controlled by the manually operable device for effecting a braking action of variable power when thecar is descending.

9. In an elevator system, the combination of a car and counterweight, means compris ing a traction sheave and a cable connection for suspending the car and counterweight, a

' driving member comprising an electric motor adapted to run in one direction, fluid power transmission mechanism interposed between the sheave and the electric motor, saidmechanism comprising a fluid motor and a variable stroke pump for delivering fluid under pressure to the fluid motor, means controlled. from the car for varying the speed thereof by varying the output of the pump to the fluid motor when the car is ascending, and for eflecting the operation of the fluid motor momentarily to give to the car an initial impulse to start the same in a de scending direction, and thereafter permitting the same to descend by gravity, and means for by-passing fluid around the fluid motor when the car is descending.

10. ln an elevator system, the combina tion of a car and counterweight, means comprising a traction sheave and a cable connection for suspending the car and counterweight, a driving member comprising an electric motor adapted to run in one direction, fluid power transmission mechanism interposed between the sheave and the electric motor, said mechanism comprising a fluid motor and a variable stroke pump for delivering fluid under pressure to the fluid motor, means controlled from the car for varying the speed thereof by varying the output of the pump to the fluid motor, when the car is ascending, and for eflecting the operation of the fluid motor momentarily to give to the car an initial impulse to start the same. in a descending direction, and thereafter permitting the same to descend by a gravity, and means for by-passing fluid around the fluid motor in variable quantities to etfect a variable braking action on the fluid motor when the car is descending.

11. In an elevator system, the combination of a car and counterweight, means comprising a traction sheave and a cable c0nnection for suspending the car and counterweight, a driving member comprising an electric motor adapted to run in one direction, fluid power transmission mechanism interposed between the sheave arid the electric motor, said mechanism comprising a fluid motor and a variable stroke pump for delivering fluid under pressure to the fluid motor, means controlled from the car for varying the speed thereof by varying the output of the pump to the fluid motor when the car is ascending, and for effecting the operation of the fluid motor momentarily to give to the car an initial impulse to start the same in a descending direction, and thereafter permitting the same to descend by gravity, a passage for by-passing fluid around the fluid motor, and means con trolled from the car for varying the flow of fluid through said passage when the car is descending, and thereby efl'ect a braking action of variable power on the fluid motor.

12. In an elevator system, the combination of a car and counterweight, means comprising a sheave and cable connections for suspending the car and counterweight, a driving member comprising an electric motor adapted to run in one direction, fluid power transmission mechanism interposed between the sheave and electric motor, said mechanism comprising a fluid motor and a variable stroke pump for delivering fluid pressure to the fluid motor in varying quantities, a manually operable device in the car, mechanism controlled thereby for carrying the speed of the car when ascending by varying the output of the pump to the fluid motor, and for effecting the operation of the fluid motor momentarily to start the car in a descending direction, and thereafter allow the same to descend by gravity, a passage for by-passing fluid around the fluid motor, a valve in said passage, and means controlled by the manually operable device in the car for operating the valve to vary the flow of fluid through the said passage.

13. In an elevator system, the combination of a car, a hoisting apparatus comprising a driving sheave, connections between the car and. sheave, an electric motor arranged to run in one direction, fluid power transmission mechanism interposed between the sheave and electric motor, said mechanism comprising a fluid motor and a variable stroke pump for delivering fluid under pressure to the fluid motor in varying quantities, means comprising a device for varying the output of the pump to effect a variation in the speed of the fluid motor, a manually operable device in the car, means controlled thereby for actuating the device for varying the output of the pump to effect the starting, stopping and variation in the speed of the car when ascending, and for effecting a momentary operation of the fluid motor to give to the car an initial impulse to start the same in a descending direction AUGUST SUNDH. \VALDEMAR F. MAYER.

itnesses \VALTER C. STRANG, ARTHUR TREZISE, Jr.

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