US1678423A - Leveling device for elevators - Google Patents

Description

Jul 24, 1-928. v 1,678,423

' 5.. 1.. DUNN LEVEL INC! DEVICE FOR ELEVATORS I Fild Ndv. 1926- I 6 sheets-sheet 1 I05 15 14b I W LJGM INVENTQR" FIG/ "ATTORNEY July 24, 1928. 1,678,423

' E. L. DUNN W LEVELI'NG'DEVICE FOR ELEVATORS Filed Nov. 6, 1926 e Sheets-Sheet 2 INVENTOR ATTQRLNEY July 24, 1928,

. E. L. DUNN LEVELING DEVICE FOR ELEVATORS Filed N016, 1925, e Shets-Sheet a I W Lrnm INVENTOR ATTQRNEY July 24, 1928., 1,678,423

E. DUNN LEVELING vEvzcE on ELEVATORS G'Sheets-Sheet 4 W Lrnw INVENTOR QY ATTORNEY Patented July 24, 1928.

I 1,678,423- PATENT OFFICE."

EnwA n L. norm; or Easr ORANGE, NEw JERSEY, ASSIGNOB rc cars ELEVATOR compan or NEw YORK, N.- Y., A CORPORATION 01* NEW JERSEY.

LFVELING'DEVICE FOR ELEVATORS.

Application filed November 6, 1926. Serial K0 1461586.

' This invention relates to devices for bringing elevator cars to a stop 'level with the landings.

In elevator operation difiiculty may be experienced in bringing theelevator car to a stop level with a landing. In manually controlled elevators, this difiiculty may result from such causes asthelack of skill or accuracy on the part of the operator, or because of varying conditions of speed and load. In automatically controlled elevators, or those /wherein'the stopping of.

the 'car is automatic, this difficulty may result from improper adjustment of the parts of the automatic mechanism or from other causes. g

It is important that the car be brought level with the landing in a minimum amount of time. Where time is lost in making each stop, it will be seen, upon consideration of the total time lost during a days operation or even during a single round trip, that the operating efiiciency of the system as a whole is considerably impaired.

The leveling device of the present invention has been provided for. bringing the car accurately to alevel with the desired landing in stopping, and has for one of its features the reduction to a minimum the time required to bring the car to an accurate stop at a landing.

' Another feature of the present invention is to provide a device of the above character that is of simple construction and easily installed.

A third feature of the present invention resides in the provision of a device of the above character that is readily. accessible for purposes of inspect-ion or replacement of old and worn parts.

A fourth feature of the invention is to provide a leveling device composed of parts that are readily adjustable for wear, thus insuring long life.

Other features and advantages will become apparent'from the following description and appended claims.

The invention will be described, by way of illustration, as embodied in a system in which both the starting'and stopping, of the car is under the control of an operator. It is to be understood, however, that it is also applicable to other elevator systems, such as those in which nush button control is employed for causing both the starting and stopping of the car or for causing only the stopping of the car, or those in which the starting of the car is under the control of an operator. while the slow down and stopping is automatic.

In the drawings:

Figure 1- is a schematic representation of a typical elevator system illustrating the invention;

Figure 2 is a view in elevation of the leveling machine with parts broken away;

Figure 3 is a sectional view taken along the line 33 of Figure 2;

Figure 4 is a sectional viewtaken along the line 44 of Figure 2;

Figure 5 is a view taken along 55 of Figure 2;

Figure 6 is a sectional .view taken along line 6-6 of Figure 5 with a portion of the leveling machine omitted; I

Figure 7 is a wiring diagram illustratingthe manner in which the invention may be employed in an elevator system; and. n Figure 8 is a diagrammatic representation of the control panel, showing particularly the relation of the coils and contacts of the various switches.

Referring to Figure 1, the hoisting ropes 3 pass over the hoisting drum 4 and connect the car 1 to the counterweight 2. The motor 5 drives the drum 4 thus effecting the raising and lowering of the car and counterweight. 7 is applied to the motor shaft for the pur-' pose of bringing the motor, and thereforev the line An electromagnetic brake j 4 the car and counterweight, to a stop and 'tion of the tape is secured to the bottom of the groove 12.. Another tape 13 is secured as by a hitch 14. to the bottom of the car 1. From the carthis tape extends downwardly and around a tensioning sheave 15 that has a weight 16 mounted in the guide 17 at the bottom of the hatchway. From the sheave 15 the tape 13 extends upwardly and has its upper portion wrapped within a groove 18 formed'in an overhead sheave 20 in the same manner that tape 8 is wrapped in groove 12 of sheave 11. Tape. 13 however, is wrappedin the opposite direction to that in which tape 8 is wrapped. Sheaves 11 and 20 are pinned to a shaft 21 rotatably carried by two pedestals 22 positioned near the top of the hatchway. A sprocket wheel 23 is also pinned to the shaft 21 and is connected by a sprocket chain 24 to a similar wheel 25 of a leveling machine 26.

I As illustrated in Figures 2 to 6 the leveling machine 26 comprises a stationary frame 27. Frame 27 consists of a bed plate 28, a top plate 30 and four rods 31 joining these members. The bed plate is formed with four upwardly extending bosses 32,33, 34 and 35, while the top plate is formed with four downwardly extending bosses 36, 37,

38 and 40. These. bosses are provided with cylindrical recesses into which the ends of rods 31extend. Set screws 39 retain the ends of rods 31 within the bosses of the bed plate and top plate. Bosses 34 and of the bed plate are of the same construction and have bearing apertures 41'and 42 extending transversel through them. A driving shaft-.43 exten s through bearing aperture 41 in boss 34 and through a bearing aperture44 in a pedestal 45 formed on the bed plate. A collar 46 is secured on the shaft 43 adjacent the pedestal 45 by a set screw 47. A collar 48 is secured on shaft 43 adjacent the boss .34 by a set screw 50. Collars 46 and 48 retain shaft 43 within bearing apertures 41 and 44. The sprocket wheel 25 is secured by a pin 57 on the shaft 43 adjacent the collar 48. A bevel gear 49 is pinned on shaft 43 by a pin 58 and meshes with a similar gear 51 secured to a vertical screw shaft 52 by a pin 56. Screw shaft 52 extends from the bed plate 28 to thetop plate 30 and is retained in a vertical osition by these plates. The lower end 0 the screw shaft 52 extends into a cylindrical bearingaperture 53 formed in the pedestal 45. A bushing 54 secured in the aperture 53 surrounds this end of the screw shaft. A ball thrust bearing 55 is positioned between the underside of gear 51 and the pedestal 45 and carries the thrust of the screw shaft. The upper end ,of the screw shaft extends into a bearing aperture 59 formed in the top plate 30.

A crosshead 60 is threaded upon the screw shaft. This crosshead consists of a yoke ortion 61 and a cap portion 62 held together.

y four screws 63 extending through the cap portion and threaded into the yoke portion.

The yoke portion 61 has two arms 64 and 65 extending therefrom. These arms are bifurcated at their outer ends and are form-.

ed with cylindrical bearing apertures 66 and 67. V Cylindrical bushings 68 and 70 extend through and may turn freely in bearing apertures 66 and 67. A lever 71 has its hub 72 positioned within-the bifurcation of arm 64. The hub 72 is provided with an aperture 73 through which the bushing 68 extends. A set screw 74, threaded into the hub 72, engages the bushing 68 thereby securing this bushing to the lever 71. The outer portion of lever 71 is formed with a guideway 75 within which a roller block 76 is positioned. The roller block is adjustably retained in the guideway 75 by a screw 77 extending through a slot 78 in lever 71 and threaded into the roller block'. A spring washer 80, positioned between lever 71 and the head of screw 77, looks the screw and the roller block in their adjusted position on the lever 71. An up leveling switch operating roller 81 is rotatably carried on a pin 82 that extends through and has its ends peened over the sides of the roller block 76. A lever 83 of'the same construction as lever 71 has its hub positioned within the bifurcation of arm 65. Lever 83 is secured to bushing 70. by

a set screw 84. A screw 85, having a sprmg' washer 86 thereon, extends through the slotted end 89, of lever 83 and-into a rollerblock 87 carrying a down, leveling switch operating roller 88 similar to the roller 81. The outer portion of levers 71 and 83 are vertically offset, causing up leveling switch operating roller 81 to be positioned slightly above down ing rods 90 and 91 but they cannot turn with respect to these rods. The lower ends -of these rods are-of circular cross-section leveling switch operating roller 88. The purpose of this arrangement Wlll -be described later.

and extend into bearing cavities 79 and 99 provided in pedestals 94 and 95 formed on the bed plate 28. Ball bearings 96 and 97 mounted on the rods 90 and 91 and abutting the pedestals 94. and 95 transmitthe thrust of these rods to the pedestals. The leveling switch operating rods extend loosely through apertures 98 and 100 in the top plate 30.

Above the top plate 30 the leveling switch operating rods are of circular cross-section and are journaled in bushed bearing apertures 101 and 102 provided in the frame 103 of a leveling magnet 104. The leveling magnet frame 103 is secured to the top plate by bolts extending through the frame 103 and through the top plate. The leveling magnet coil is designated, 106 and its core is designated 107. The ends of the core 107 extend through and are supported by brass plates 108 and 110. Plates 108 and 110 are secured to the frame 103 by screws 111. The

leveling magnet has two armatures 112 and.

91 that projects above bearing aperture 102.

This armature is secured to operating rod 91 by a pin 117. A stop pin 118 having a head 120 extends through'an aperture in armature 1 12. The end of this pin is peened over, thus securing it to the armature. This stop pin is arranged to engage a stop shoulder 121 former on the leveling magnet frame 103. Likewise a stop pin 122 having a head 123 extends through an aperture in armature 113 and is secured to this armature by peening. This stop pin is arranged to engage a stop shoulder 124 formed on the frame 103. Armature 112 has two lugs 125 and 126 extending therefrom. These lugs are provided with alined apertures through which a swivel pin 127 extends. Swivel pin 127 is provided with a transverse aperture 128 midway between the lugs 125 and 126. An eye bolt 130 extends through the aperture 128 and has a spacer 131 and nuts 132 thereon. Armature 113 also has two lugs 133 and 134 similar to the lugs 125 and 126 on the armature 112. A swivel pin 135 extends through the lugs 133 and 134 and has an aperture 139 positioned midway between these lugs. An eye bolt 136 extends through aperture 139 and carries a spacer 137 and nuts 138. The eye bolts 130 and 136 are connected by a tension spring 140.

A fast speed leveling switch contact arm 141 is provided with abushed bearing aperture 149 through which leveling switch operating rod 90 extends. This fast speed leveling switch contact arm 141 is pivoted on rod 90 and carries a movable contact 142 that is adapted to engage a stationary contact 143 mounted on an insulating contact plate 144. Contact plate 144 is supported on the top plate'30 by a bracket 15,6 and screws 157. Stationary'contact 143 is provided with nuts 158 for securing the contact to the contact plate and for connecting .the contact in the system. With contacts-143 and 142in closed position, these contacts are pressed into engagement'with one another by means of a spring 160. Movable contact 142 is insulated from contact arm 141. Arm 141 has a spring retainer 145 formed thereon. A compression spring 146 beats at one end against the spring retainer 145 and at the other end against a spring seat 147 provided in a lug 148 formed on the leveling magnet frame 103. Aboss 150 extending from the arm 141 is engaged by an adjusting screw 151 threaded through the armature 112. A look nut 152 threaded on the screw 151 and bearing against the armature 112 secures the screw 151 in its adjusted position.

An up slow speed leveling switch contact arm 153 is provided with a hushed aperture 159 and is pivoted upon the leveling switch operating rod 90. This slow speed leveling switch contact arm 153 carries a movable contact 154 that is adapted to engage a stationary contact 155 mounted on the insulat ing contact plate 144. An insulating partition 161 is secured to the contact plate 144 midway between the stationary contacts 143 and 155. A pin 194 has a reduced portion 195 extending through an aperture in the contact arm 153. The end of this reduced portion is peened over thus securing the pin to contact arm 153. The pin 194 extends through a slot 196 provided in a yoke 197 on the end of an interlocking bar 198. A washer 200 and a cotter pin 201 retain the yoke 197 upon the pin 194. The yoke 197 is threaded at 202 onto the interlocking bar 198. A yoke 203 is threaded onto the other end of the interlocking bar 198. Look nuts 204 secure these yokes on the interlocking bar 198. Yoke 203 is provided with a hearing aperture of circular cross-section. A pin 206 similar to the pin 194 extends through the bearing aperture in yoke 203 and has a reduced portion 207 extending through an aperture in armature 113. This reduced portion of the pin 206 has its end peened over the armature 113. A washer 208 and a cotter pin 209 retainv the yoke 203 on the pin 206. Arm 153 hasa spring retainer 162 formed thereon. A compression spring 163 bears at one end against the spring retainer 162 and at the other end against a spring seat 164 provided in a lug 165 formed on the leveling magnet frame 103. An adjusting screw 166 is threaded through the armature 112 and bears against the contact arm 153. A look nut 167 thread-.

ed on the screw 166 and bearing against the armature 112 secures the screw 166 in fixed relation with respect to the armature 112.

A fast speed leveling switch contact arm 168, of the same=construction as contact armv 141, is pivoted upon the leveling switch operating rod 91. V This fast speed leveling switch contact arm 168 carries a movable contact 170 that is adapted to engagea stationary contact 171 mounted on an insulating contact plate 17 2, similar to the contact plate 144. A bracket 173 and screws 174 secure the contact plate to the top plate 30. A compression spring 175 bears at one end s rin seat 177 )rovided in a lu 178 P h n formed on-the leveling magnet frame 103. An adjusting screw 1.80 is threaded through armature 113. and engages aboss 181 on the arm 168. A lock nut 182 secures the screw 180 in its adjusted position.

A down slow speed leveling switch contact arm 183, of the same construction as arm.

153, is pivoted upon the leveling switch operating rod 91. Arm 183 carries a movable contact .18 1 that is adapted to engage a stationary contact 185 mounted on the insulating contact plate 172. An insulating partition 186 is secured to the contact plate 172 midway between the stationary contacts 171 and 185. A pin 211 has a reduced portion 212 extending through an aperture in the contact arm 183. The end of this reduced portion is peened over, thus securing the pin to contact arm 183. The pin 211 extends througha slot 213 provided in a yoke 214: on the end of an interlocking bar 215. A washer 216 and a cotter pin 217 retain the yoke 214 upon the pin 211. The yoke 21% is threaded at 218 onto the interlocking bar 215. A yoke 220 is threaded onto the other end of the interlocking bar 215. Yoke 226 is provided with a bearing aperture of circular cross-section. A pin 222 similar to the pin 211 extends through this hearing aperture and has a reduced portion 223 extending through an aperture in the armature 112. This reduced portion of the pin 222 has its end peened over the armature 112. A washer224 and a cotter pin 225 rotain the yoke 220 on the pin 222. A compression spring 187 bears at one end against aspring retainer 188 formed on the arm 183 and at the other end against a spring seat 190 provided 1n :1 lug 191 formed on the leveling magnet frame 103. An adjusting screw 192 is threaded through armature 113 and engages arm 183. A lock nut 193 is provided for this screw. cotter pins 179 retain the leveling switch contact arms on their operating rods. v

A gear 226 is secured to the screw shaft 52 by a pin .227. Gear 226 meshes with another gear 228 secured to a cam shaft 230 by a pin 231. The lower end of cam shaft 230 is journaled in a bearing recess 23s; provided in a pedestal 232 formed upon the bed plate 282 A bushing 233 surrounds the lower end of cam shaft 230 within the recess 34. A ball bearing 235 surrounds the cam shaft 230 and is positioned between the pedestal 232 and the gear 228 and transmits the vertical thrust of the cam' shaft to the pedestal 232. From the pedestal 232 the cam shaft 230 extends upwardly parallel to the screw shaft 52. The upper end of the cam shaft is journaled in a bearing aperture 236 provided in the top plate 30. The bearing \Vashers 189 and apertures 236 and 59 are covered by dust ing cams are spaced along the-cam shaft so that the distances between adjacent cams are in direct proportion to the distances between their respective landings. These cams are arranged to cooperate with leveling switch operating rollers 81 and 88 carried by the lovers 71 and 83. These leveling cams are all similar in construction and each comprises a cam portion 217 and a'yoke portion 248. Screws 250 extending through apertures 251 in the yoke portion and threaded into the cam portion causethese parts to bind the cam shaft 230 thus securing the cam to the camshaft. The working face of the cam is designated 252. The radius of the working face 252, taken from the center line f of the cam shaft, is a maximum at the central portion .253 of the face 252. This radius a minimum at the end portions 254 and 255 of the working face. These end portions are beveled at 256 and 257. The upper and lower edges of the working face are helices and have a pitch equal to the pitch of the thread on the screw shaft 52.

-teferring to the wiring diagram of Figure 7, no attempt is made to show the coils and contacts of the various electromagnetic switches in their associated positions, a straight diagram being employed wherein the coils and contacts of the various switches are separated in such manner as to render the circuits involved relatively simple. Also the parts of other switches and apparatus are'separated in the interest of simplifying the diagram. For a clearer understanding of the invention, the stationary contacts of the switches are illustrated in cross-section. It is to be understood that the system in which the invention isillustrated is chosen merely for convenience of description and that, although described in conjunction with a variable voltage car switch controlled system, the invention is equally applicable to other types of elevator systems such as push button control systems and to other systems employing a work motor supplied with current from either direct current or alternating current mains.

The motor generator set comprises a driving motor 260, illustrated for convenience of description as of the direct current type, and a variable voltage direct current generator 261. The armature of the driving motor is designated 262 and its field winding 263.

The armatureof the generator is designated 264-. its series field winding 265, its main character X.'

auxiliary separately excited field winding 267. The elevator motor is designated as a whole by the numeral 5, its armature being designated 270 and its field winding .271. Discharge resistances 272 and 273 are provided for the generator separately excited field windings 266 and 267 respectively. Discharge resistance 274 is provided for the elevator motor field winding-271'. A resistance 275 is provided for controlling the strength of the current in the generator main field winding 266 and therefore the voltage applied to the elevator motor, armature during car switch operation. Another resist ance 276 is provided for controlling the strength of the current in the generator auxiliary field winding 267 during leveling operation. A resistance 277 controls the strength of the current in the elevator motor field winding 271 during certain conditions of operation. The release coil for the elevator motor electromagnetic b'rakeis designated 278. This coil'is provided with discharge resistance 280, and 282 for controlling the application ofthe brake under different conditions of operation.

The direct current supply mains are designated 283 and 284. A double pole knife switch 285 connects the system to the supply mains. In

order to. suit the type of diagram employed, the blades of this switch are shown separated.

The car switch is designated as a" whole by the numeral 286 and the safety switch in the car is designated 287. The various door,

gate, safety, limit, stop, and emergency switches are omitted in order to simplify the description.

The electromagnetic switches have been designated as follows:

A-potential switch.

B-up main direction switch.

C-down main direction switch.

D--first accelerating switch.

E-second accelerating switch.

H-main brake and field switch.

M-maintaining relay.

v O''-accelerating relay.

LBup leveling directionswitch- -LCdownleveling direction switch; LH,leveling brake and field switch.- -LF-'-fast speed leveling relay. Throughout the description. which follows,

these letters. in [addition to theusual refer- -ence numerals, Will be applied to the-parts of the above enumerated; switches; For ex; ample, contacts B 288'are contacts on the up "main direction switch, while actuating coil A 291 is the coil that operates the potential switch. This will be made-clear by reference to Figure 8 The electromagnetic switches are shown fin their deenergized, positions. Reactances are similarly designated by. the

Upon the closing of the knife switch 285,

the driving motor 260, elevator motor field iwinding 271 and potential switch actuating coil A 291' are energized, the circuit for coil- A 291 being through safety switch 287 The driving motor starts in operation, bringing the generator 261 up to full speed. I These-f ries field winding and starting means for the driving motor are omitted to simplify the description. With the elevator motor .at

rest, the current supplied to its field winding 271 is reduced by section 292 of resistance 277, providing what might be termed a standing field. The circuit for theelevator motor field winding may be traced from the left-hand blade of switch 285, line 295, by" way of line 296 through field winding 271,

resistance section 292 and second accelerating switch contacts E 297, line 298, to the righthand blade of switch 285. It isnot desired to apply full linevoltage to the field winding 271 when the elevator motor is notin operation because of increased power consumption."-

On the other hand, it is not desired-to have this field winding deenergized with 'tlie'e'le vat'or motor at rest as a matter ofsafety and because of the time constant involved in building up. The potential switch-, upon operation, causes the engagement of contacts A 300 and A 301, preparing the circuit for' I the generator separately excited field winding, the electromagnetic brake release coil and the control circuits. V the circuits so far described might. be termed normal.

The operation of the system is as follows;

Assume that the system is designed for an installation of several landings and thatthe' car is at rest at the lower-terminal landing The condition of 302 (see Figure 1). With the carat rest, the leveling magnet coil 106 of the leveling, v 5

machine 26 is not energized. Asiillustrated in Figures 4 and 5, with coil 106 deener ized,

the tension spring 140 of this machine olds leveling switch contact arms 141,153,168. and 183 so. that their contacts do not engage the-cooperating. fixed contacts' moun ted Jon the'cOntact plates 144 and 17 2'. In th1s position of the car-and of the armatures 112 and 113, the 'tension spring 140 acts through armatures 112 and- 113, leveling switchoperating rods 90-and 91and levers 71 and 83to' 1 hold the ,leveling switchoperating rollers 81'and 88 in .their} extended position for encentrally with respect to these rollers while the car is at this landing. These rollers at gagement' with the. cam 240.; They donot engage this cam, however, as it is positioned v1'25 this time are adjacent and-in alignment with the beveled portions 256 and 257 of, the work'- ing face 252 of the cam 240. The difi'erence' *in the vertical? position of leveling switch operating. rollers 81'and88" permits these rollers to be exactly opposite the ends of the helicoidal working face 252 of cam 240.

In order to start the car in the up direction, the operator may move the car switch into position where its contact segment 303 bridges contacts 305, 306, 307 and 308. Upon the engagement of contact segment 303 and contact 306, a circuit is completed for the actuating coil H 317 of the main brake and field switch and for the actuating coil B 318 of the up main direction switch. The engagement of the contact segment and contacts 307 and 308 prepares circuits for the actuating coils of the accelerating switches. The circuit for coils H 317 and B 318 may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, by way of line 320 through coils H 317 and B 318, and contacts 305 and 306 of the car. switch, by way of line 321 through contacts- C 322 of the down main direction switch, line 324 safety switch 287, and line 325 to the right-hand blade of switch 285.

Upon operation of the up main direction switch in response .to the energization of its actuating coil B 318, contacts B 323 separate and contacts B 288, B290, and B 326 engage. The separation of contacts B 323 breaks the circuit'leading from the car switch down feed contact 312, contacts B 323 and C 322 serving as electrical interlocks. The engagement of contacts B 326 prepares the circuit for the up main direction switch holding coil B 327 and the main brake and field switch holding coil H 328. The engagement of contacts B 288 and B 290 completes a circuit for the-generator main field winding 266. This circuit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, resistance 275 and contacts B 288, by way of line 330 through field winding 266, by way of line 298 through contacts B 290 and contacts A 301, to the right-hand blade of switch 285.

The main brake and field switch H operates simultaneously with the main direction switch B. Switch H, upon operation, causes the separation of contacts H 332, H 333 and H 334 and the engagement of contacts H 335, H 336 and H 337. The separation of contacts H 332 disconnects the generator main field winding from the generator armature. The purpose of this arrangement will be explained later. Contacts H 333 are in the circuit for the generator auxiliary field winding 267. The purpose of this arrangement also will be explained later. aration of contacts H 334 disconnects resistance 282 from across thebrake release coil 278. Resistance 282 being of low ohmic value, its disconnection before contacts H 335 engage prevents excess power consumption from mains 283 and 284. The engagement of contacts H 336 further prepares the circuit for the actuating coils of the accelerat- The sep-.

ing switches. The engagement of contacts H 337 short circuits section 292 of the elevator motor field resistance 277, permitting the motor field to build up to its full strength. The engagement of contacts H 335 completes the circuit for the brake release coil 278. This ciruit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, by way of line 338 through contacts 340 operated by the brake, brake release coil 278 and contacts H 335, by way of line 298 through contacts A 301, to the right-hand blade of switch 285.

The brake release coil 278 being energized, the elevator motor field being connected directly to the mains 283 and 284 and current being supplied from the generator armature 264 tothe'elevator. motor armature 270, v

due to the e'nergization of the generator main field winding, the. elevator motor starts.

As the brake releases, the brake switch contacts 340 separate to insert cooling resistance 341 in series with the brake release coil. Separation of contacts 340 also breaks the short-circuit around coil 0 342, permittingthe operation of the accelerating relay 0. This relay operates to cause the engagement of contacts 0 343, completing the circuit for the first accelerating switch actuating coil D 344. The'purpose of this arrangement is to utilize the time ;constant of the brake for timing the operation of the first accelerating switch. The circuit for coil D 344 completed by contacts 0 343 may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, by way of line 345 through contacts H circuit for the leveling magnet coil 106 of the leveling machine 26. This circuit may be traced from the left-hand blade of switch 285,103 way ofline 295 through contacts A 300, by way'of line 351 through contacts D 346 and coil 106, by way of line 298 through contacts A 301, to the right-hand blade of switch 285. e r

- The leveling magnet coil, upon energization, attracts the armatures 112 and 113 and by overcoming the resistance of spring 140 causes these armatures to turn, together with the leveling switch operating rods 90 posite directions causing leveling switch operating rods 90 and 91 also to turn in opposite directions resulting inthe moving of rollers 81 and 88 away from the cam 240.

,and 91. Armatures 112 and 113 turn in opthe up slow'speed leveling switch contact arm 153. Compression spring 163, bearing 7 against the contact arm 153, thereupon tends to cause this arm to turn and effect the engagement of its contact 154 with the stationary contact 155. This engagement by the action of spring 163 is prevented by the interlocking bar 198 that connects-contact arm 153 with armature 113. As contact arm 153 starts to turn under the influence of spring :163 and in the direction of motion of armature 112, the pin 194 carried by the contact arm strikes the end of slot 196 in the yoke 197 of the interlocking bar 198. Since this bar is swinging with armature 113 in a direction that is opposite to the swinging of armature 112, the direction of motion of contact arm 153 is reversed and its contact is prevented from engaging the stationary contact. Likewise contact 184 of the down slow speed'leveling switch contact arm 183 is prevented from engaging the fixed contact 185 by the similar action of the interlocking bar 215. This interlocking bar moves with armature 112 and prevents contact arm 183 from swinging under the influence of spring 187 in the direction of motion of armature 113.

The up slow speed leveling switch contacts 154 and 155 are in the circuit ofsfast speed leveling switch contacts 142 and 143. Likewise the down slow speed leveling switch contacts 184 and 185 are'in the circuit of fast speed leveling switch contacts 170 and 171. Since the'up and down slow speed'levcling switchcontacts are held separated by the interlocking bars 198 and 215, the above described engagement of the fastspeed leveling switch contacts. has no effect.

The engagement of contacts D 347 upon the operation of the first accelerating switch completes the circuit for holding coils B 327 and H 328. This circuit may be traced from the left-hand blade of switch 285,. by way of line 295 through contacts A 300, by way of line 353 through coil H 328 and contacts D 347,..by way of line 354 through coil B 327 and contacts B 326, line 355, line 324, to the right-hand blade of switch 285 as previously traced. The purpose of the energization of these holding coils will be seen from later description. The engagementof contacts D 348 short-circuits section 356 of resistance 275, increasing the voltage applied to the generator main field winding. Thus the generator E. M. F. is-increased', increasing the speed of the motor. The engagement of contacts D 350 completes the. circuit for the second accelerating switch actuating coil E 358. This circuit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, by way of line' 345 through contacts 11 336, by way of line 360 through contacts D 350, reactance X 361 and, coil E 358, car switch contacts 308 and 306, to the right-hand blade of switch 285 as previously traced.

The second accelerating switch E does not operate immediately the circuit for its act uating coil is completed, its action being delayed by the effect of reactance X 361.

Upon operation, contacts E 362 and E 297 separate and contacts E 364 and E 365 engage. The separation of contacts vE 362 removes the, short circuit around a portion of resistance 366. The separation of contacts E 362 before contacts E '365 engage prevents excess power consumption from the mains 283 and 284. The engagement of contacts E 365 completes the circuit for the first accelerating. switch holding coil- D 367 and the maintaining relay actuating coil M 368. This circuit may be traced from the left-hand blade of switch 285 by way of line 295'through contacts A 300, by way of line 355 through contacts E 365, reactance X 371, coil D, 367, and coil M 368, line 324, to the right-hand blade of switch 285, as previously traced. The maintaining relay contacts M 372 are.thus closed to by-pass contacts D 347. The purpose of this arrangement will be described later. The engagement of contacts E 364 short circuits section 357 of resistance 275 to increase the voltage applied tion of contacts E 297 removes'the short circuit for section 293 of resistance 277 in the elevator motor field winding circuit, bringing the elevator motor up to full speed.

vThe upward movement of the car causes Ill) the port-ion of tape 13 that extends from around the tensioning sheave 15'. The unwinding of tape 13 from sheave 20 causes the rotation of shaft 21 carrying sheave 11 and sprocket wheel 23. Tape S-thereupon winds upon sheave 11- while sprocket wheel 23, acting through sprocket chain 24 and 43 of the leveling machine to rotate. The rotation of the shaft 43 x is transmitted sprocket wheel 25, causes the driving shaft through bevel gears 49 and 51 to the screw shaft 52, causing this shaft to revolve in a clockwise direction asviewed from above the leveling machine, or 1n the direction of ment of bushing 68 and 70 and levers 71 and 83 carried by the crosshead. The bushings 68 and 70 serve as guides for the arms 64 and 65. of the crosshead while the leveling switch operating rods'90 and 91 of the generator.

serve as guides for the bushings 68 and 70. Switch operating rollers 81 and 88 move upwardly with the crosshead 6Q-away from cam 240 mounted. on the cam shaft 230, The movement of the car in the hatchway is thus transmitted to the crosshead 60 and rollers 81 and 88 so that the movement of these parts along the frame 27 is in the same direction and is proportional to the movement of the car in the hatchway'.

As the screw shaft 52 and the cam shaft 230 are connected by gears226 and 228, the rotation of the screw shaft also causes the cam shaft to rotate, but the cam shaft rotates in a direction opposite to that of the screw shaft. Therefore, with the car ascending, as the screw shaft rotates in a clockwise direction as viewed from above the leveling machine, the cam shaft rotates in a counter-clockwlse direction, as illustrated by the arrow shown in Figure 3.

Assuming that the operator centers the car switch between the first and second landings in order to stop at the second landmg 374 contact segment 303 moves. off contacts 308, 307, and 306 and the circuits forthe second accelerating switch actuating coil E 358, first accelerating switch actuating coil D 344, main brake and field switch actuating coil H 317 and up main direction switch actuating coil B 318 are broken.

The .second accelerating switch drops out immediately. The first accelerating switch, main brake and, field switch and up main direction switch are maintained operated, however, by holding coils D 367, H 328 and B 327 respectively, I

The second accelerating switch, upon dropping out, causes the separation ofcontacts E 364 and E 365. and the reen'gagement of contacts E 297 and E 362. The separation ofcontacts E364 reinsertssection 357 of resistance 275 in series with the generator main field winding to decrease the E. M. The engagement of contacts E 297 shortcircuits section 293' of resistance 277, increasingthe strength of the increased, the speed of the elevator motor is decreased. The separation of contacts E 365 breaks the circuit for holding coil D 367 and and maintaining relay M do.no t drop out immediately, however, their actlon being delayed by the effect of rcactance X 371' in series with the coils and the discharge resistance 36.6 in parallel with the reactancc and the coils. The engagement of contacts E 362 to short circuit a portion of resistance 366 is effective to prolong the time element of the switchand relay. The time element may be adjusted to the desired value by changing the amount of the resistance portion short circuited. Relay M is preferably adjusted to hold in at a smaller current value than the accelerating switch D. This may be readily .accomplished due to the fact that the relay is much smaller and therefore lighter in construction than the accelerating switch and requires less current to hold in.

The first accelerating switch, upon dropping out, causes the separation of contacts D 346, D 347, D 348 and D 350. The separation of contacts D 347 is in preparation for the next starting operation, contacts M 372 remaining in engagement to maintain holding coils H328 and B 327 energized. The separation of contacts D 350 also is in preparation for the next starting operation,- the circuit for. coil E 358 having been broken by the movement of the car switch as above described. The separation of contacts D 348- removes the short circuit for section 356 of is again decreased and the speed of the elevator motor is reduced.

coil M 368. The first accelerating switch D.

The separation of contacts -D 346 deenergizes the leveling magnet coil 106 of the of coil 106 the tension .spring .140 of the leveling machine causes the armatures 112 and 113 to turn until their movement is arrested by their stop pins 118 and 122 striking the stop shoulders 121 and 124. This movement of the armature 112 and 113 causes the adjusting screws 151 and'l80 to turn the fast speed leveling switch contact arms 141 and 168, against the pressure of springs 146 and 175, so that fast speed movable contacts 142 and 170 disengage stationary contacts 143 and 171. Leveling switch operating rods 90 and91 turn with thearmatures 112 and 113 causing the leveling switch operating rollers 81 and 88 to be extended for engagement with leveling cam 241 provided for the second landing.

. 9 It will be assumed that the car has not reached, that .is, 'has underrun the landing drops out. Continued movement of. cam 241 causes roller 81 to ride up on this cam result ing in this roller moving outwardly from the cam shaft230. As roller 81 commences to move away from the cam shaft, it acts through roller block 76 and lever 71 to cause the leveling switchoperating rod 90 to turn in its bearings 79 and 101'. Armature 112 turns along with switch operating rod 90 1n a counter-clockwise direction as viewed from above the leveling machine. Compression springs 163 and 146 cause the up slow speed leveling switch contact arm 153 and the fast speed leveling switch contact arm 141 to turn along with armature 112. The interlocking bar 198 does not prevent this movement of contact arm 153 since pin 194, connecting this contact arm to the interlocking bar 198, slides freely within slot 196 of yoke 197 of bar '198 during this movement. Leveling switch up slow -speed movable contact 154 engages stationary contact 155 after a predetermined movement of contact arm 153. The extent of. this movement of contact arm 153 is determined by the adjustment of screw 166. I

The engagement ofleveling switch up slow speed contacts 154 and 155 completes a circuit for the up leveling direction switchactuating coil LB 378 and the leveling brake and field switch actuating coil LH 380. This circuit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, line 381, leveling switch contacts 154 and 155, by way of line 382 through coil LB 378 and coil LH 380,

line 324, to the right-hand blade of switch 285 as previously traced.

Further movement of armature 112 and of the fast speed leveling switch contact arm 141 causes the fast speed movable contact 142 to engage the stationary contact 143. The extent of the movement of contact arm 141 necessary to cause this engagement of contacts 142 and 143 is determined by the adjustment of screw 151. Inasmuch as slow speed contacts 154 and 155 engage before fast speed contacts 142 and 143, the screws 166 and 151 are adjusted so as to require the fast speed contact arm 141 to turn a greater amount than is required of the slow speed contact arm 153. The engagement of the leveling switch fast speed contacts 142 and 143 completes the circuit forfast speed leveling relay actuating coil LF .383. This circuit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A300, line 381, levelingswitch contacts 154 and 155, line 384, leveling switch contacts 142 and 143, by way of line 324 through coil LF 383, to the right-hand blade of switch 285 as previously, traced. It is to be noted that. due to the fact that the circuit for coil LF 383 is through leveling 7 switch , slow speed contacts 154 and 155, the

circuit for coils LB 378 and LH 380 must .he made in order that the circuit for coil operation, causesthe engagement of contacts ing simultaneously with the up leveling di rection switch, causes the separation of contacts LH 387, LH 388 and LH 390 and the engagement ofcontacts LH 391 and LH 392.

Contacts LH 387 are in the'circuit for resistance- 282 across the brake release coil. Contacts LH 388 are in series with contacts H 332 in the circuit for connecting the generator separately excited field winding to the generator armature. Contacts LH 390 break the shunt circuit comprising resistance 366, for coils D' 367 and M 368. Contacts LH 391 by-pass contacts H 335 in the circuit for the brake release coil. Contacts LH 392 by-pass contacts H 337 in the circuit for section 292 of the motor field resistance 277. The purpose of contacts LH 387, LH 388, LH391 and LH 392 will be seen as the description proceeds.

The fast speed leveling relay, upon oper ation, causes the engagement of contacts LF 393. The engagement of contacts LF 393 short circuits resistance 276 employed during leveling to reduce the flow of current through the generator auxiliary field windthe engagement of contacts B 323 is in preparation for the next starting operation. The separation of contacts B 288 and-B290 breaks the circuit for the generator main field winding. However, the generator auxiliary field winding is simultaneously connected to the mains by contacts H 333 of the main brake and field, switch as set forth below. The switch H, upon dropping out, causes the se aration of contacts H 335, H 336, and

337 and the engagement ofcontacts H 332. H 333 and-H 334. The separation of contacts H .336 is in preparation for the next startin operation. The separation of contacts maintained by'contacts' LH 391 and section 292 of-resistance 277 remaining short circuited by contacts LH 392. Theengagement of contacts H 332 and H 334 also is withoutef't'ect as the circuits for reconnecting the generator main field winding to the gen- 335 and H 337 is without effect, the circuit for the brake release coil 278 being erator armature ismaintained broken by contacts LI-I 388 and the shunt circuit for the brake release coil 278 comprising resistance 282 is maintained broken by contacts LH 387. The engagement of contacts H 333, however, completes the circuit for the generator auxiliary field winding. This circuit may be traced from the left-hand blade of switch ing speed. Discharge resistance 272 acts not I only to smooth out the changes in generator E. M. F. due. to the reinsertion of resistance 275 in circuit with the main field winding in steps but also acts to prevent a sudden drop in the value'of the E. M. F. upon changing over from the main to the auxil- 1ary field winding. It is to be understood that resistance 275 maybe controlled in any number of steps, two being shown merely for convenience of description.

As the car nears thesecond landing 374, the up leveling switch operating roller 81 rides off the high port-ion 253 of cam 241 onto the end portion 254. This results in the separation of the leveling switch fast speed contacts 142 and 143, deenergizing I fast speed leveling relay coil LF 383. lielayLF, upon dropping out, causes the separat on of contacts LF 393. of these contacts removes the short circuit for resistance 276. The generator E. M. F.

is thus lowered and the elevator motor runs 3 at its slow leveling speed.

Shortly before the car reaches the exact level with the landing, the roller 81 rides off the end portion 254 of cam 241, thereby causingthe separation of theleveling switch up slow speed contacts 154 and 155. The circuit for coils LB 378 and LH 380 is thus broken. Switch LH drops out, causing the separation of contacts LH 391 and LH 392 and the reengagement of contacts LH 387, LH 388 and LH 390. .The engagement of contacts LH 390 is in preparation for the next starting operation. The separation of "contacts LH 391 breaks the circuit for the brakerelease coil 278 and the accelerating rela v coil 0 342. Brake release coil 278 disc arges into resistance 282 proper-application of the brake.

The accelerating relay 0 drops out, sepagiving a rating contacts 0 343 in preparation for the next starting operation. The separation of contacts LH\ 392 reinserts section 292 of resistance 277 in series with the elevator moto The separation field winding, reducing the current therein to a standing field value. The reengagement of contacts LH 388 reconnects the generator main field winding to the generator armature. The polarity of this connection is such that the generator sends current through the field winding in such manner as to oppose the flux which produces the generator E. M. F.-, thus tending to destroy the residual fiux of the generator field.

Up leveling direction switch LB; dropping out simultaneously with switch LH, causes the separation of contacts LB 385 and LB 386. The separation of contacts LB 385 and LB 386 disconnects the generator auxiliary field windin from the mains, the main field winding being simultaneously connected to the generator armature by contacts LI-I 388 as set forth above.

Thus the brake being ap lied and the generator separately excited eld windings being disconnected from the mains, the car is brought to rest level with the second floor landing. 7

With the sequence of operations as above described the car will be sloweddown and stopped level with the, desired landing without sacrifice of smoothness. However, should. the car switch be centered with the car at a greater, distance from the landing, the maintaining relay would hold in to effect, through its contacts M 372, the retention of the main direction switch and main brake switch contacts engage, the subsequent engagement of the leveling switch contacts as the leveling switch roller rides onto the cam would cause the operation of switches LB and LH and relay LF to bring the car to a level with the fioor. llnthe event that the car-switch is centered late in the stopplng operation, as for example when the leveling switch operating roller strikes the levehng cam upon the dropping out of the first accelerating switch It), the immediate separation of contacts LH 390 forces the dropping out of the main direction switch and the main brake and field switch to permit the immediate change of connections for the field windings and thus slow dow'n'the ele vator motor more rapidly. In this manner shaft 230. As roller 88 commences to move outwardly from the cam shaft, it acts .ment of contact arm 183 since pin 211,

connecting this contact arm to the interlocking bar 215, slides freely within slot 213 of yoke 214 of bar 215 during this movement. Should the car overrun sufiiciently to cause cam 241 to move to the extent of causing the engagement of leveling switch down slow speed contacts 184 and 185, a circuit is completed for down leveling direction switch actuating coil LC 396 and coil LH 380. This circuit may be traced from the left-hand blade of switch 285, by way of line 295 through contacts A 300, line 381, contacts 184 and 185,-"

by way of line 397 through coil LG 396, by way of line 382 through coil LH 380, line 324, to the right-hand blade of switch 285 as previously traced. Contacts LH 387, LH 388, and LH 390 are separated and contacts LH 391 and LH 392 are engaged so that the circuit for resistance 282 across the brake release coil ,is broken, the'generator main field winding is disconnected from the generator armature, the brake release coil is energized and resistance section 292 for the elevator motor field winding is short circuited. Contacts LH 390 perform no function during this operation. The switch LC operates to cause the engagement of contacts LG 398 and LG 400. The engagement of these contacts connects the generator auxiliary field winding to the mains through resistance 276. Due to the reversal of direction of flow of current through the auxiliary field winding from that durlng the leveling operation upon the car approaching the floor in the u' direction, the car is caused to start in the own direction.

As the car returns to the floor, it is stopped by the separation of the leveling switch slow speedcontacts 184 and 185 in a manner similar to that described for ap- As the car moves upwardly from landing to landing the operation of the successive leveling cams 242, 243 and 244 is the same as that alreadydescribed for cam 241. Should the car switch be held in its on position so that the car passes a landing without stopping, the leveling switch operating rollers 81 andv 88 do not engage the leveling cam corresponding to that landing inasmuch as the energization of the leveling magnet coil 106 causes these rollers to be withheld from engagement with the leveling cam corresponding to that landing.

The starting of the. car in the down direction is accomplished in a manner similar to the starting of the car in the up direction. The operator .moves the car switch into position where its contact segment 303 bridges contacts 311, 312, 313 and 314. Thus the circuit is completed for the down main direction switch actuating coil C 402.

This circuit may be traced from the lefthand blade of switch 285, through coil H.317 as previously traced, by way of line 403 through coil C 402, car switch contacts 311 and 312. by way of line 404through contacts B 323, line 324, to the right-hand blade of switch 285 as previously traced. The circuit ,for coil D 344 is by way of line 405. The

circuit for coil E 358 is by way of line 406. I

The down main directionswitch, upon operation, causes the separation of contacts C 322 and the engagement of contacts O 401,

C 407 and C 408, these contacts corresponding with up main direction switch contacts B 323, B 288, B 290 and B 326 respectively. The holding coil of the down direction this, the operation of starting the car in the down direction is th same as described for starting it in the direction.

The leveling operation for a descending car is similar tof that for an ascending car.

car to reverse its direction" of motion and stop" level with the landing.

Itis understood that the operator may control both the acceleration and retardation of the car by'moving the car switch in steps. Should the operator suddenly move the car switch from one position into the other, for example from up into down position, injury to the system is prevented by contacts B 323 which remain separated until the up direction switch drops out.

It is to be understood that other motive .switch is designated C 410. Further than means may be substituted for the leveling ma nitude of the ratio of the operating cam sur ace speed to the car speed. An increase in the magnitude of this ratio results in a corresponding increase in the accuracy of the car stop. This increased accuracy may be obtained, either by using an operating cam having a larger working face radius, or by altering the gear ratio between the screw shaft and the cam shaft, so as to cause the operating cam to revolve at an increased speed for a given speed of the car, thus causing an increased movement of the working surface of the cam for a given movement of the car. In practice it has been found that excellent results are obtained where the operating cam surface has a movement equal to one half the corresponding movement of the car.

It is to be borne in mind that the use of the tape drive for operating the leveling machine causes the crosshead of this machine to exactly reproduce the movement of the-car regardless of the length of the hatchway, The extreme accuracy of this drive coupled with that of the leveling machine makes possible the exact leveling of the car obtained by this'apparatus.

It is also to be noted that the length of the leveling zone at each floor may be varied as desired by varyingthe angular extent of the working face of the operating cam. Owing to the helicoidal form of this cam the angular extent of its working face may be of any magnitude desired, either above or below .three hundred and sixty degrees 360). The leveling zone may alsobe varied by varying the gear ratio between the screw shaft and the cam shaft.

'With the device described herein it is possible toobtain accurate stopping automatically as the car approaches landing and, in the event that the initiation of the slow down is sufiiciently early, the car m ay be so stopped without overrunning. The in vention is designed, however, for causing the car to return to the landing-in case the slowdown is such as to cause the car to overrun.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, it is intended that all -matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. In an elevator system; an elevator car; car actuating and stopping mechanism; and a device, comprising a cam corresponding to a landing, said cam being rotatable at, a

speed proportional to that of the car, means for cooperating with said cam and movable when the cooperating means is in its cooperating position with the cam, for causing the car actuating and stopping mechanism to bring the car to a stop level with the landing.

2. In an elevator system; an elevator car; car actuating and stopping mechanism; and a device, comprising a cam corresponding to a landing, said cam being rotatable at a speed proportional to that of the car, a follower for cooperating with said cam, said follower being movable in a direction parallel to the axis of'rotation of the cam and at a speed proportional to that of the car, an operating rod for the,follower, said follower being arranged to slide on the operating rod, means acting through said operating rod for biasing the follower into cooperat/ing position with the cam, means acting through said operating rod for moving the follower out of cooperating position with the ,cam against the action of'the biasing means, and means operated by movement of the cam acting through the follower and operating rod, when the follower is inlits coop erating position with th'e'cam, for causing the car actuating and sto 'ping mechanism to bring the car to a stoplevel with the landing.

3. In an elevator system; an elevator car; car actuating and stopping mechanism; and a device, comprising a cam corresponding to a landing, 'said cam being rotatable at aspeBd proportional to that of the car, a pair of followers for cooperating with said cam, said followers being movable in a direction parallel to the axis of rotation of-the cam and at a speed proportional to that ofthe' car, means for guiding said followers in their movement, means for biasing the followers into cooperating position with the cam, means for moving the followers out of cooperating position with said cam, and mechanism operated by movement of the cam acting through the followers, when the followers are in their cooperating position with the cam, for causing the car actuating and stopping mechanism to bring the car to a stop level with the landing regardless of whether the car underruns or overruns the landing.

4. In an elevator system; an elevator car; car actuating and stopping mechanism; and a device, comprising a plurality of cams, one for each of a plurality of landings, said cams being rotatable about a common axis and at a s eed proportional to the speed of the car, a ollower for cooperating with said cams, said follower being movable in a direction parallel to the axis of rotation. of the cams and at a speed proportional to that of the car, means for biasing the follower into cooperating position with the cams, means for moving the follower out of cooperating position with-said cams, and switching mechanism operated by movement of the cams acting through the follower, when the follower is in its cooperating position withthe cams, for causing the car actuating and stopping mechanism to bring the car to a stop level with the respective landings.

5. In an elevator system; an elevator car; car actuating and'stopping mechanism; and

V a device, comprising a pluralityof spaced cams, one for each of a plurality of landings, said cams being rotatable about a common axis and at a speed proportionalto the speed of the car, a pair of followers for cooperating with the cams, said followers being movable in a direction. parallel to the axis of rotation of the cams and at a speed proportional to that of the car a pair of operating rods, one for each follower, each of said followers being arranged to slide on its operating rod, means acting through said operating rods for biasing the followers into cooperating position with the cams, means acting through said operating rods for moving the followers out of cooperating position with the cams against the action of the biasing means, and switching mechanism operated by movement of the cams acting through the followers and operating rods, when the followers are in their cooperating position with the cams, for causing the car actuating and stopping mechanism to bring the car to a stop level with'the respectivelandings.

6. In an elevator system; an elevator car; car actuating and stopping mechanism; and

a device, comprising a plurality of spaced. cams, one for eachof a' plurality or landings, saidc'ams being rotatable about a common axis. and at-aspeed proportional'to the speed of the'car, a pair offfollowersfor cooperating with the cams, said followers being .mmovable in a directionparallel to the axis of rotation-of the cams and at a speed proportional to that .of the car, a pair of oper ating rods, one-for each follower, each of 6. .said followers being arranged to. slide on for each operating rod, a tension spring 0011- necting'jsaid armatures, said'sp'r'ing acting through the armatures and 'the operating its operating rod, a pair of armatures,' one rods to bias the followers into cooperating position with the cams, a magnet for said armatures, said magnet actingthrough the f armatures and the operating rods to move the followers out of cooperating position their cooperating position with the cams, for

causing the car actuating and stopping mech anism to bring the car to a stop levelwith the respective landings.

7. In an elevator system; an elevator car;

car actuating and stopping mechanism; anda a device, comprising a plurality of-spaced cams, one for each of a plurality of land.- 1I1gs,said cams being rotatable about a common axis and at a speed proportional to the speed of the car, a pair of followers for cooperating with the cams, said followers being movable in a direction parallel tothe- ..axis of rotation of the cams and at .a speed proportional to that of the car','a pair of operating rods, one for each follower, each of said followers being arranged to slide.

on its operating rod, a pair ofarmatures, one for each operating rod, a tension spr ng connecting said armatures, said spring acting through the armatures and 'the operating rods to bias'the followers into cooperating position with the cams, a magnet for said armatures, said magnet actingthrough the armatures and the 0 crating rods to move the followers out o cooperating position with the cams against the action of the tension spring, a pair of contact arms pivoted on each of the operating rods, movable contacts carried by said contact arms and stationary contacts for coacting with. said. movable contacts, said cams, acting through the followers, the operatingrods, the armatures' and the contact arms, when the followers are in their cooperating positionwith the cams, effecting the coaction of certainv of'the movable contacts with their corresponding stationary contacts, thereby causing thecar actuating and stopping mechanism to bringthe. car to a stop level with the respective landings. g g 8. In an elevato'rsystem; an elevatorcar;

car actuating and stopping mechanism, and a-device, comprising a plurality of'spac'ed cams, one for each .ofIa plurality of landings, said camsbeing rotatable about a com-,.

mon axis and 'at'a sp'eed pro ortional to the speed ofthe'car, a pair 0 followers for.

cooperating with the cams, said' followers being movable in a direction parallel to the axisof rotation of the cams and at a spec? .125 lope'ratin rods,'one" for' each follower, each" of .saidollowers' being arranged tO SlldG on its. operating 'rod, a pair of armatures, one for each operating rod, a tension. spr1ng-con-" proportional to thatof the car, a pair 0 necting saidarmaturegsaid spring acting ary contacts for coacting with said movable contacts, one pair of said contact arms corres onding to upward movement of the car an the other pair ofsaid contact arms corresponding to the downward movement of the car, and interlocking bars connecting one contact arm of each pair to an armature, said cams, at certain times acting through one of the followers, its operating rod, an armature and a pair of contact arms, when the followers are in their cooperating position with the cams, 'to effect the coaction of the movable contacts of this pair of contact arms with their stationary contacts, thereby causing the car actuating and stopping mechanism to move the car'in the direction corresponding to this pair of contact arms and to bring the car to a stop level with the landings, one of said interlocking bars acting at such times to prevent the coaction of,

one of the movable contacts, carried by the other pair of contact arms, with its station-" ary contact.

9., In an elevator system; an elevator car;

car actuating and stopping mechanism; and

a device, comprising a cam correspondingto. a landing, said cam being rotatable at a speed proportional to that or the car,..and

means for cooperating with said cam, said cooperating means being movable in iiiidlFGC- tion parallel to the axis of rotationof the to that of withany one of said cams, said follower being movable in a' direction parallel to the axis of rotation of die cams and at a speed proportional to that of the car.

11. A mechanism for bringing an elevator car to a stop level with a landing comprising, switching mechanism, a rotatable memher having a speed of rotation proportionalto the speed of the car, and a member, cooperating with said rotatable memberand having a lineal speed proportional to the speed of the car, 'for causing the operation of the switching mechanism.

12. A mechanism for bringing an elevator car to. a stop level with a landing compris- I cooperating position ing, switching mechanism, a, plurality of rotatable members, each of said members moving in accordance with car movement, and a member adapted for cooperatioh with any one of said rotatable members andi movable in accordance with car movement, a causing the operation of the switching mechanism. 1

13. A mechanism for bringing an elevatorcar to a stop level with a landing comprising, switching mechanism, a rotatable member having a speed of rotation proportional to the speed of the car, and members movable in a direction parallel to the axis of rotation of the rotatable memberand having lineal speeds proportional to that of the car, said movable members cooperating" with the rotatable member for causing the operation of the switching, mechanism. 14. A mechanism for bringing an elevator car to a stop level with a landing compris ing, switching mechanism, a rotatable memher, having a speed of rotation proportional to the speed of the car, a member or cooperating with said rotatable member and having a lineal speed proportional to that of the car, means for biasing the cooperating member into cooperating position with the rotatable member, said cooperating member, upon coperation withthe rotatable member causing the operation "of the switching mecha-' nism. v

l5. mechanism foribringing an elevator car to a stop level with a landing comprising, switching mechanism, a rotatable member having a speed of rotation proportional t.o the speed of the car, a member for cooperating with said rotatable member and having'a lineal speed proportional to that of the car, means for biasing the cooperating member into cooperating position with the rotatable member, means for holding the cooperating member out of cooperating position with the rotatable member while the car switch is in its on position, said cooperating member, upon cooperation with the rotatable member, causing the'operation of the switching mechanism.

16. A device for elevators comprising, a rotatable member, cooperating members-having alineal velocity proportional to that of the car, means'for moving said cooperating members so that they do not coo rate with the rotatable member, means or moving said oooperatingmembers so that they may cooperate with the rotatable member, and switching mechanism, oneof said cooperating members, upon cooperation with the r0 'tatable member, causing the operation df said switching mechanism to effect the stoppingfof the car level with the landing desired r 1 17. A device for -elevators comprising, a

rotatable cam shaft, cams corresponding to the various landings secured to said cam

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