US1866359A - Elevator control system - Google Patents

Description

y 5, 1932- J. KINNARD ET AL 5 ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets- Sheet 1 Lufher in Hard, Edgar M. Bou fan &

3 I /8 68 TORNEY y 5, 1932- L. J. KINNARD ET AL 6 9 ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet 2 l 2 50 8 F/g i INVENTORS LufherJ. K/nnard, Edgar M Boufon 0! s; floor ATTRNEY y '5, 1932- L. J. KINNARD ET AL 1,866,359

' ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet s Fig. 3

INVENTO RS Lufher J Kinmrd, Edgar M Boufon &

f ToRNEY y 5, 1932- L. J KINNARD ET AL N 1,366,359

ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet 4 Fly. 4.

lNVENTORS Lufher J K/nnard, Edgar M. Boufon (I BY 22 %ATT'OR:NEY

Patented July 5, 1932 UNITED, TA S PATENT OFFICE LUTHER J. KINNARD AND EDGAR mBoUToN, or CHICAGO, ILLINOIS, ASSIGNORS'TO wnsrmenousn ELECTRIC AND. MANUFACTURING COMPANY, A CORPORATION '01 PENNsYLvA I I ELEVATOR CONTROL SYS'I'IELI Appli c ati on filed August 11, 1923. Serial-No. 299,030.

Our invention relates to motor-control systems and has particular relation to control s stems for elevators, hoists and similar maciinery. 9

An object of our invention is to provide a control system for motor-driven'machines of the type-necessitating stopping ofthe machine at predetermined points in its travel whereinthe machine will' be automatically slowed down as it approaches selected points,

but wherein the stopping of'the machine is underthe-control of the operator thereof. Another object of our invention is to provide a control system for elevators wherein the elevator will be automatically decelerated as it approaches selectedfloors, but wherein the final stopping of the elevator is'under the control of the attendant,

' Another object of our invention is to prom vicle a control system for elevators wherein prospective passengersfmay 'controlthe car by causing it to slow down asit approaches selected floors, but wherein the stopping of p the car at the floor is at all times under the i control of the attendant on the car.

Another object of our invention. is to provide a control system of the type wherein the elevator ar is started by the attendant on the car and wherein prospective passengers may cause the car to automatically re- Anotherobject of our invention is to pro vide acontrol system for elevators wherein the elevator car may beautomatically-stopped at selected floors in response to calls for service and wherein the attendant on the car has complete control of the stopping of the car at the selected floors andat all other floors as well. g

In modern high-'SPGBCl-BlQVfitOl' equipment, numerous methods'have-been proposed to automatically controlthestarting and the stopping of the elevatorcar in response to operations of call buttons at the several floors past which the car moves {and call buttons carriedupon the elevator Car or cage. Prior systems, however,'have had thfllll'flltfltlOIl attendant on the car at all times.

that, whenever the car was placed under the control of the push buttons, control was taken from the attendant on-the car, That is, theattendant on the car started the car, and, thereafter, the car could'only be stopped at floors for which calls had been registered by the buttons on the car or at the floors; In

the event that it was'necessary to stop the car at any floor other than one for which a call had been registered, the only method by which the attendant could so control the car was by operating an emergency switch to cause the car to stop substantially instantly.

The operation of such emergency stop will,

in most cases, cause the car to be stopped at some place other than level with one of the floors. The passengers on the car are, therefore, unable to leave the car and are subject to some discomfort while waiting for repairs to be made, which will permit the car to move level with one of the floors, thus providing them an'exit from the car.

Another fault in the "previous systems has been that, when passengersboarded the car, it was necessary that they notify the operator as to the floors at which they desired to leave the car when the car was yet a considerable distance from the floor at which they desired to leave. Hence, a passenger, unwittingly failing to call his floor at the beginning of the car travel and doing soonly when the car was very close to the floor he desires, was carried past his desired destination and, in fact, in most prior systems, he was placed under the necessity of-remaining on the'car throughout its entire trip until the car again approached his floor, or he was required to leavethe car at the wron 'floor and to take another car back to his esired destination.

We, therefore, have devised a system of control which includes all of the advantages of the prior systems, and, in addition, overcomes the disadvantages of the priorsystems, making the system entirely flexible and keeping the car under the control of the We'thus permit the attendant to determine whether a stop'shall be made in response to a call and whether stops should be made at floors .car to travel.

other than those for which calls had been registered; placing emergency stops under the control of the attendant who is required merely to actuate the usual car switch to a stopping position, and wherein, when an emergency stop is to be made, the car will travel to the nearest floor level, thus permitting an exit to be provided for passengers within the car.

In addition to these features and advantages, our system includes the further advantage that, if a car passes a floor at which a passenger desires to leave it, the car may immeditely be reversed to take the passenger to his desired destination without disarranging any of the control system previously set up for causing the car to move and answer calls in the origmaldirection.

We will describe our invention with reference to the accompanying drawings, wherem,

Figures 1 and 2 jointly constitute a diagrammatic view of our control system as applied to an elevator, and

Figs. 3 and 4 jointly constitute a diagrammatic view illustrating the adaptation of the system shown in Figs. 1 and 2 to a second elevator in the bank.

Referring to the drawings, we have illustrated, in Figs. 1 and 2, anelevator car C suitably suspended upon supporting cables Ca which pass over a hoisting drum D to a suitable counterweight Cw. The hoisting .drum is directly coupled to the armature EM of an elevator motorEM illustrated as being of the separately-excited type having its field winding EMF connected to a suitable source of supply designated line conductors L1 and L2,

The elevator motor is illustrated as being controlled by means of the variable-voltagecontrol system, wherein the armature EM of the motor EM is connected in loop circuit with the armature G of a generator G.

The generatorG is illustrated as of the compound-wound type having a series-field winding GSF and a separately-excited-field winding GF so balanced and proportioned as to produce substantially constantspeed regulation for the motor EM independent of the load on the elevator car. The armatlire G of the generator G is suitably driven 3 moved in either the up or the down direction and also to determinethe speed at which the Suitable direction switches l and 2 controlled by the car switch Cs determine the direction of movement of the car 3 C, while speed switches 3 and i also under control of the car switch Cs, determine whether the car is to travel at an intermediate speed or a high speed. While only three speeds for the car are illustrated in the de scribed embodiment, it is to be understood that as many more speeds may be provided as is desired by merely adding a greater number of speed-controlling switches.

WVe have illustrated a plurality of ush buttons as mounted at the respective flbors past which the car moves, an up-button and a down-button being provided for each of the floors. The buttons for the second floor are designated by reference characters 2U and 2D for the up and down directions, respectively, while buttons 3U, 3D, 4U, 4D, 5U, 51), perform similar service for the third, fourth and fifth floors, respectively. The car C is illustrated as movable between six floors, but it is to be understood that the system may be modified to adapt the installation for as many floors as may be desired by merely in cluding an upand a down-button for each additional floor intermediate the termisuitable limit switches (not shown), such as 7 are usually used at the terminals of elevators now in use.

The buttons 2U, 2D, 3U, etc, are utilized for the purpose of registering calls for serv ice laypersons at the several floors desiring to use the car, and, when actuated, will cause the car to be automatically decelerated when the car approaches the floor in the direction for which the selected button has been operated, as will hereinafter be described.

Passengers on the car may signify their intent-ions to leave the car at desired floors, and a bank of push buttons, one for each of the floors is provided in the car C for the purpose of registering the indicated floors. buttons are designated C2, C3, C4 and C5 corresponding to the second, third, fourth and fifth floors, respectively.

In order to indicate to persons standing These 3 at the several floors that the car is approachii ing the floors and it will stop thereat, suitable floor lanterns, such as are usually provided in present day elevator installations, are utilized for this purpose. Each of the floors intermediate the terminals is provided I."

with two of these lanterns, one indicating that the car is travelling in an up direction and the other indicating that the car is travelling in a down drection. These lanterns are designated by the reference characters LlU,

L21), Len, LSD, en, Ln), L4U, L5D, LSU

and LSD, respectively.

A suitable floor selector FS comprises a plurality of groups of contact segments mounted upon a suitable base (not shown) and arranged toqbe traversed by a plurality of contact brushes carried upon, a movable arm MA. driven in any .wellknown manner,

as by means of a screw S connected for movelanterns L2D, L3D, etc.

ment in correspondence withmovements of the car C past the several floors which it serves 9 it The groups of contact segmentson the floor selector FS include a first group SU containing a segment connected, respectively,to each ofthe up floor lanterns mounted at the several floors, a second group F U including a segment connected to reach of the up-callregistering buttons 2U, 3U, 'etc., at the several floors, a third group GU containing a segment connected, respectively, to each of the The first group of segments SU is rendered to be "traversed by a plurality of brushes HSU, ISU and SSU carried ,in alignment with the movable arm MA and arranged,

as hereinafter described, to be energized,

respectively, when the car is travelling at high speed, at intermediate speed. and when the car is stopped. The group FU is an ranged to be traversed by two brushes HFU and IFU, and arranged to beenergized when the car is travelling at high speed and intermediate speed, respectively.v A similar set of brushes HCU and ICU is arranszedto traverse the segments of the group CU.

In like manner, brushes HCD andlCD- traverse group CD. HFD;and IFD traverse FD and HSD and ISD and SSD arearranged to traverse the group SD. r

In order that, when the car is travelling in the ..up direction. only the up groups of segments SU, FU and CU may be eflective to control the operation of the car, and the the car is travelling athigh speed and at intermediate speed, respectively. That is. when the car is travelling at'high speed and one ofthe floor call-registering buttons 2D and 2U, etc, are energized,stopping switch Qplished in any suitable manner.

. 'Movementof the car switch 10 will be rendered'efiective to'causedeceleration of the car as it approaches the corresponding floor, while if the car is travelling at,- intermediate speed, stopping switch 11 will become effective to decelerate the car in a similar manner. I

The stopping of the car may be accom- For purposes of illustration, we have shown the stoppingof the car asunder the control of'inductor relays carried by the car and operable in the manner described in the copending application of E. c M. Bouton, Serial No. 731,921, filed August 14, 1924 and in the copending application. of W. F. Eames, Serial 'No. 236,772,'filed November 30, 1927, both of which are assigned to the \Vestinghouse Electric & Manufacturing Company. The

automatic landing of the elevator level with the floor under the systems disclosed in the above-named copending applications, israccomplished by means of a stopping inductor relay SR and intermediate-speed. inductor relay UIR and a high-speed inductor relay .UHR operative when the car is travelling in the up direction and an intermediate-speed inductor relay DIR and a high-speed inductor relay DHR when the car is, travelling in the down direction.

The inductor relays SR, UIR, etc, carried by the car are arranged to cooperate respectively with inductor plates (not shown) mounted adjacent each of the floors past which the car moves. As illustrated in the copending applications referred to above,

these inductor plates are so mounted relative to the floor level that the associated inductor relay, when energized, passes the correspond- ,ing inductor plate, it will cause the inductor relay to open its contact members to cause deceleration of the car from its then operating speedyand thus cause the car to be brought'to a smooth and accurate stop level with the associated floor. I

Our system will best be understood by reter'enceto an assumed operation' Assuming the car C to be standing at the first or lowermost floor, the attendant maystart the car upwardly by moving the car switch Cs in a counter-clockwise direction, thereby energizing lip-direction switch 1 and the respective speed switches 3 and 4. 7

C8 in a counter-clockwise direction will complete a circuit for the lip-direction switch 1 which extends from line conductor L1, through conductors 15 and 16, contact members 17 on stoppingin ductor relay SR, conductor 18, the coil of up-direction switch 1, conductor 20, contact members 21, 22 and 23 on car switch Ca and conductors 24 and 25, to line conductor L2. Up-direction switch 1, when energized, completes a. circuit for energizing the separately excited field winding GF of generator G, with current flowing in one direction,

which extends from line conductor L1, through conductors 26, 27 and 28, contact members a on tip-direction switch 1, conductor 29, separately excited field winding Gf, conductors 30 and 31, contact member b on up-direction switch 1, conductor 32, resistors 33 and 34- and conductor 35, to line conductor L2. The car C will, therefore, be started upwardly at a slow speed.

Up-direction switch 1 also completes a selfholding circuit for itself which extends from line conductor L1, through conductors 15 and 16, as previously described, through the coil of Lip-direction switch 1 and thence by way of conductor 36, contact members a on updirection switch 1, conductor 37 to line conductor L2. Hence, even though the car switch C3 should thereafter be centered, the tip-direction switch 1 will remain energized until contact members 17 on stopping inductor relay SR are opened.

Movement of car switch Cs to a further position in a counter-clockwise direction will cause energization of intermediate-speed relay 3 by way or" a circuit which extends from line conductor L1, through conductors 15 and 38, contact members 40 on down inductor relay DIR, conductor 41,contact members 42 on up intermediate-speed inductor relay UTR, conductor 43, coil of intermediate-speed relay 3, conductor 44,- contact members 45, 22 and 23 on car switch Cs and conductors 24 and 95 to line conductors L2. Intermediate speed relay 3, when energized, closes its contact members a to shunt-resistor section 34 from the circuit of the separately excited field winding GF and the elevator car will be caused to operate at an intermediate speed.

Movement of the car switch Cato a still further movement in counter-clockwise direction will cause energization of high-speed relay 4 by way of a circuit which extends from line conductor L1, through conductors 15 and 46, contact members 47 of down highspeed inductor relay DHR, conductor 48, contact members 49 of up l'iigh-speedinductor relay UHR, conductor 50, the coil ofhighspeed relay 4, conductor 51, contact members of a counter-E. M. F. relay CEMF, conductor 52. normally closed contact memberse of intermediatespeed stopping relay 11, conductor 53, contact me1nbers'54, 22 and 23 of the car switchCs and conductors 24 and 25,

to line conductor L2.

The counter-E. M. F. relay CEMF has its coil connected across loop conductors 55' and 56 (which connect the armature EM of the motor E l to the armature G or of the generator G) by way of conductors 57 and 58.

- Hence, counter-E. M. F. relay CEMF maybe by means of a counter-E. M. F. relay is broughtout in the copending application of W. F. Eames, referred to above, which purpose is to permit the attendant on the car to move the car switch to its further-most position momentarily, if it is desired to operate the car only at a slow speed and to make it necessary that the car switch be held in its furthermost position for a few seconds interval if it is desired to operate the car at a higher speed, thus eliminating the necessity its contact member a. to shunt resistor 33 from the circuit of the separately excited field winding GF, thus allowing full voltage to be applied to the field winding and the car will accelerate to its highest speed.

As hereinbefore stated, the compounding of the generator is such that this high speed will have a constant value, regardless of whether the elevator car is heavily or lightlyloaded, or whether the car is ascending or descending.

High-speed relay 4 also actuates its contact members I) to complete a self-holding circuit for this relay in the manner described for intermediate-speed relay 3.

Assuming now that a person at the third floor desires to travel upwardly and signifies his desire by operating floor-call-registeringbutton 3U at that floor. This operation will cause circuits to be set up to automatically decelerate elevator car C, as it approaches the 3 3 third floor. Button 3U has provided thereon a holding coil 59 which is energized whenever the button 3U is operated. The circuit for this button extends from line conductor L1 through conductor 60, contact members of button 3U, conductor 61, coil 59, and con ductor 25 to line conductor L2. Hence, the button, once operated, is maintained in op.- erative condition until a kiclrout or cancollation coil 62 wound in opposition to hold- 3;

ing coil 59 is energized, as hereinafter described.

Button 3U, when actuated, partially completes a circuit for either. high-speed stopping relay 10 or intermediatespeed relay 11, dependent upon the speed with which thecar approaches the third fioor, which circuit will be completed when the car arrives just in advance of such point in its travel, adjacent the third floor, as is determined the point at which deceleration from high speed may most comfortably be initiated to bring the car to a level accurate stop at the third-floor level. ductor L1 through conductor 60, contact This circuit extends from line concuit for itself which extends through contact tends to the coil of relay 4, as previously de-, scribed, and thence, byway of conductor 140, contact member I) on relay 4 and con ductors 77 to line conductor L2.

' Stopping relay 10,alsopartially-completes members of push button 3U, conductor 61, cancellation coil 62, conductors 63 and 64, contact segment 65 in the group of segments FU on the floor selector FS and (since the car 69 to line conductor L2. topping relay 10,

when energized, completes a self-holding cirmember 17 on the stopping inductor relay SR in such manner that, when the car is brought to a stop at the floorlevel, relay will be deenergized. This circuit extends from line conductor L1, through conductors and 16, contact members 17 on stopping inductor relay SR, conductors 18 and 130, contact members a on stopping relay 10, conductor 131, the coil of relay 10 and conductor 69, to

- I speed relay 4 to decelerate the car, line voliline conductor L2. 7

By suitable arrangement of the length and spacing of contact segments in the group F U and the spacing of contact brush HFU relative to a'floor level line FL indicated ating coils of inductor relays UHR and UIR which extends from line conductor L1,- through conductors 15 and 70, operating coils for inductor relays UIR and UHRin parallel relation, conductor 71, contact members d, an lip-direction switch 1, conductors 7 2, 7 3 and 7 4, contact members I) on stopping relay 10, conductors 75v and 76, to line conductor L2. Hence, as the car approaches the proper slow-down-point adjacent to the third floor at, which deceleration from high speed should occur, inductor, relay ,UHR will be energized to open its contact members 49,thereby deenergizing speed relay i.

independentlyof whether the carswitch Ca 11. has been returned to its'central or neutral position or not.

I In the event that the carswitch Cs has been returned to the neutral position, the circuit forspeed relay 4 will be maintained, through inductor relay, contact members 49 by wayof a self-holding. circuit which exa I circuit for cancelling or restoring the registered call button 3U which circuit ,is

completed when high speed' relay 4 drops out; It will be observed, that the original circuitfor relay 10 include in series therewith thecancellation coil 62 for the button 3U, but it is assumed that the relative resistances of coil 62 and the coil of relay 10 is such that insuilicient current will flow through the coil 62 to neutralize the effect of holding coil 59. However, if coil '62 is con nected directly to line conductor L1, sufficient current will flow through coil 62 to have therequired neutralizing eiiect. This circuit extends from line conductor L1, through conductors and 61 and the coil 62, as previously described, to conductor 67, thence, by way of conductor 80, normally closed contact members d on high-speed relay 4, conductor 81, contact members 11 on high-speed stopping relay 10 andconductors '82, and 76, to line conductor L2. As soon,

therefore, as the car actually responds to the registered call, that is, by deenergizing highage is applied to the cancellation coil 62 and the call is cancelled. It is to be observed thatthe cancellation of a call can occur, however, only when the car actually responds thereto by actuation of its control to answer the registered call. I

When the deceleration of the car C in re-- sponse to the opening of high-speed relay 4 begins, the attendant on the car will feel the action of the car in slowing down. This is particularly true'when the car is operating at the usual high speeds used in modern elevator practice of 600, 700 and more feet per minute. This slowing down of the car warns the attendant that service is desired at the floor approached by his car, and he may immediately center the car switch C8 to thereby cause the car to make the complete stop at the floor, as hereinafter described.

011 the other hand, it may not be deemed desirable that the feeling of deceleration, alone, should be depended upon to warn the operator that a stop is to be made, and we, therefore, propose to provide a signal lamp similar to the flash lamp now in general use in elevator signal systems, which lamp will be energized as soon as the car enters the zone during which deceleration should be initiated, in, order to make the required stop; This signal lamp is designated by the reference character OF and is connected in parallel relation with the energizing coils of inductor relays UHR and UIR. The circuit for this lamp extends from line conductor L1, through conductors 15 and 85, signal lamp OF, a knife switch 87 (by which the lamp may be cut out of circuit when desired) conductors 88, 89 and 74;, contact member 6 of high-speed stopping relay 1 0 and conductors 75 and 76, to line conductor L2. The operator will, therefore, be given a double warning that a stop is to be made, and he may center the car switch to cause the car to land accurately level with the third floor in precisely the manner described in the copending applications of E. M. Benton and IN. F. Eames, previously referred to.

Should the attendant on the car fail to center the car switch immediately, the car will continue approaching the third floor at the intermediate speed determined by the value of resistor section 33 now in circuit with the generatorseparately-excited field winding GF until intermediate-speed-in duct-or relay UIR passes its associated inductor plate and is caused to open its contact members 42. The opening of contact members 42 causes deenergization of intermediate speed relay 3 independent of whether or not the car switch G8 has been centered. The opening of contact members 42 also opens the holding circuit for stopping relay 10. Ii the car switch has been centered, a holding circuit similar to that previously described for highspeed relay 4 will have maintained speed relay 3 in operative condition. This holding circuit extends through contact members I) on speed relay 3 and conductor 90. When, in the assumed operation, speed relay 3 is opened, it will re-insert resistor section 3% in circuit with field winding GF of the generator G and the car C will be decelerated to a slow or landing speed at which it will constop at the floor.

Centering the car switch Cs completes a circuit for energizing the coil of stopping inductor relay SR by way of a circuit which extends from line conductor L1 through conductors 15 and 91. the coil of relay SR. conductor 92. contact members 93, 22 and 23 on car switch Cs and conductors 24 and 25 to line conductor L2. Hence, as the car approaches the exact floor level, stopping inductor relay SR will be caused to disconnect members 17. thereby deenergizing the holding circuit for up direction switch 1 and causing the car to come to rest.

The opening of contact members 17 also opens the holding circuit for stopping relay 10, causing this relay to be restored to its normal condition.

During all of the above-described operations for causing the'car to be slowed down and stopped at the third floor level, the floor lantern L3U will have been maintained energized first by way oi a circuit which extends through advance contact brush HSU and then by way of a circuit which extends through brush ISU and finally, when the car is completely stopped, through contact brush SSU.

The operation of the floor lantern is inall respects identical with the operation of floor lanterns, as described in the copending appli= cation of W. F. Eames, Serial No. 277,149

and filed May 12, 1928, wherein it is dis-' closed that the signal floor lamp will be energized when the car responds to a registered call, as by de-energization of the higlrspeed relay 4, which supplies current to the selectedfloor lantern (in this case LSU) by way of a circuit which extends from line conductor L1, through conductors 15 and 94, floor lantern L3U, conductor 95, contact segment '96, advance brush HSU, conductor 97, normally closed contact members f on high-speed relay 4, contact members 6 on intermediatespeed relay 3 (closed at this time) and conductor 98, to line conduct-or L2. As the car continues to approach the third floor, advance brush HSU will move off the contact segment 96, but, just prior to such action, slow brush ISU will move on to contact segment 96, and the circuit for the floor lantern LSU will be maintained by way of conductor 99, contact members f on intermediate speed relay 3 (now closed, since, at this time, speed relay 3 will have been deenergized) conductor 100, contact members f on up direction switch 1 (now closed) and conductor 37, to line conductor L2. As the car continues to approach the third floor and comes to a stop thereat, the circuit for the floor lantern LSU will be transferred to brush SSU which is so positioned as to remain in engagement with contact segment 96 as long as the car stands at the third floor. This circuit extends, by way of conductor 101, normally closed contact members 6 on tip-direction switch 1, normally closed contact members 6 on down-direction switch 2 and conductors 102 and 37, to line conductor L2.

It will be observed that the energization of floor lantern L3U is independent of whether stopping relays 10 or 11 have been energized,

that is, the floor lantern will be lighted each time car C slows down and stops at any floor, regardless of whether or not a call has been registered for a stop at that floor.

In a similar manner, when the car is travelling downwardly, the actuation of a down-call registering button 2D, 31), etc. will cause the car to decelerate as the car approaches the corresponding floor. These operations, however, will occur through the agency of the down groups of contact segments CD and F D, by engagement of contact brushes HCD, HFD, etc.

In order that only the up groups of segments shall be engaged when the car is travelling upwardly, and that only the down 1 which are respectively connected in circuit with switches operatedwhen the car arrives at thelower terminal and the upper terminal. The operation of these relays is such that, when the car arrives at the lower terminal, it opens a switch LD and, maintains, this switch in open condition until the car leaves the lower terminal. .By suitably interlocking the circuits for relays MUR and MDR,

only one of the switches may be in operative condition at any one time.

Assuming, in our illustrated operation, that the car was standing at the first floor and maintained switch LD inopen condition, the energizing coil .for relay MDR was broken and relay MDR closed its contact members 0 thereby completing a circuit, for relay MUR which extends from line conductor L1, through conductor 105, the coil of relay MUR, conductor 106, contact members a on relay MDR, conductor 107, contact members of the switch LU operable when the car arrives at the upper terminal andconductor 108 and 76, to line conductor L2. Relay MUR, when energized, completes a circuit for mag net MU to thereby cause engagement of the contact brushes SSU, IFU, ICU, etc. onthe movable arm MA of the floor selectorWhich extends from line conductor L1,;through conductor 109, the coil of magnet MU, con duct-or 110, contact members and relay MUR and conductors 11.1, 108 and 76, to line conductor L2.

()n the other hand; when the car arrives to leave the car, for example, at the fourth fioor and indicate their desire to the attendant. The attendant will operate car callregistering button C4. Button Cl is provided with a holding. coil 112 anda' cancellation coil 113, and the button operates, in

precisely the, manner described for button 3U,to complete a circuit forstopping relays 10 or 11 through engagementof contact segments 114 in group CU by contact brushes HCU' or ICU. dependent upon the speed with which the car approaches the fourth floor. Assuming that the car stopped at the third floor, in accordance with our assumed operation, and that button C4 hasbeen previously pressed, indicating that a stop is to be made at the fO11]fl)l1'flOO1,tl1e car should be prevented from attaining its high oper ating speed. I

The button C4 prepares a'circuit for highspeed and intermediate-speed stop relays 10 and 11. which, in our assumed operation, will be completed assoon as the car starts from the thirdfloor. his circuit extends from line conductor L1, through conductors 15, and 85, the contact members of push button C4, conductor 116, cancellation coil 113, conductor 117 to contact segment 114 in the group Cu on the floor selector. At the time that the. elevator car is standing at the third floor contact,'brush ICU will be in engagement with segment 114. Therefore, when the car starts from the third floor, a circuit will be completed for stopping relay 11 by way of brush ICU, conductors 118 and 119, contact members 0 on high-speed relay 4, conductor 120, contact'members 0 on intermediate-speed relay 3 (now closed, since the car has started from the third floor) and conductor 121, the coil of intermediate speed stopping relay 11 and conductors 122 and 69, to line conductor L2. Intermediate stopping relay 11, when energized, completes a self-holding circuit for itself, which extends through the normally closed contact members 17 of stoppin inductor relay SR so that stopping relay 11 will be deenergized when the car comesto rest at the next floor. Stopping relay 11 also completes a circuit for energizing intermediate and high speed inductor relays UIR and UHR by way of its contact members 6 which are connected in shunt relation to the contact members I) of stopping relay 10. 'This circuit has been previously described and will. not, therefore, be repeated.

It hasbeen discovered that, with elevators operating at such high speeds as requires a slow-down distance greater than the distance between two adjacent floors, for example, 700 feet per minute or greater speed, it is impossible for an elevator to be accelerated to high speedand decelerate to a stop within the distance between the adjacent floors, therefore, when calls exist for service at two adjacent floors, some provision must be made to permit the car to accelerate only to such speed as will permit comfortable deceleration to make an accurate stop at the next adjacent floor,

Therefore, we provide stopping relay 11 with contact members 6 which are in circuit with high-speed relay 4, thereby preventing the car from attaining its highest speed, even though the car switch Cs may be held in highspeed position for the requisite length of time to permit relay CEMF to be energized.

Hence, the car will only be accelerated to intermediate speed, and, as the car approaches the fourth floor, inductor relay UIR will pass its cooperating inductor plate and will open its contact members 42 to cause deceleration of the car to make the desired stop. Stopping relay 11 also completes a circuit to the signal lamp OF in the manner described for the third floor stop, and the attendant will, therefore, center the car switch to energize stopping inductor relay SR, and the car will come to a complete. stop at the fourth floor level.

It will also be observed that deenergization of intermediate-speed relay 3 closes its con act members (Z, thus completing a. circuit prevented from attaining its high-speed operation and can be accelerated only to that intermediate speed which may be determined as the highest practical speed to which acceleration may be made, and from which deceleration may be made within the distance between the adjacent floors.

The fore oing description sets forth the operation of stopping the car in response to the actuation of the call-registering push buttons. However, assuming that, for some rea son, the attendant desires to stop the car independently of an actuated call button, he may do so by centering the car switch at any time in the travel of the car. This operation of the car switch Cs will energi e he coils of the inductor relays Ul-lll, U113. and SR, if the car is travelling upwardly, or the coil oi inductor relays DHR, DIR. and SR if the car is travelling downward. Centering the car switch Cs completes a circuit for coils UIR and UHR independently of stopping relays 10 and 11 which circuit extends from line conductor L1, through conductors l5 and 70, the coils of relays UIR and UHR in parallel relation, conductor 71, contact members (Z on up-direction switch 1, conductors 72, 73, 89 and 125. contact members 126, and 28 car switch Cs and conductors 2% and 25, to line conductor L2. At the same tons have been actuated for these floors or not.

Assuming that, as the car approached the third floor in our assumed operation, it was not desired that the car should stop thereat, the attendant by failing to center the car switch prevents the car from stopping at the floor and it will continue to travel past the floor at the landing speed. Should this occur,

high-speed relays 3 and 1 will not again be I picked up and the car will not again accelerate to high speed unless the car switch C8 is centered and inductor relay SR is actuated. The inductor relays SR, UIR etc. may be similar to that disclosed in the copending ap plication of H. 1V. Williams, Serial No. 190,482, filed May 11, 1927 and assigned to the lVestinghouse Electric & Manufacturing Company, wherein the relays once actuated are held in that position until the energizing coils are deenergized.

This will constitute a penalty to discourage attendants from failing to stop in response to registered calls.

lVhile we have not illustrated by-pass buttons permitting the car to by-pass calls for restoring or cancelling the actuated push button, such an arrangement is shown and de scribed in the copending application of F. E. Lewis (283,898).

Referring to Figs. 3 andd, it will be observed that there is illustrated a second car C provided with a floor selector FS' and control mechanism identical with that shown with reference to car C. Like primed refer ence' characters designate elements in Figs. 3 and 4 corresponding to similar elements in Figs. 1 and 2. By extending the conductors connecting the floor call-registering push buttons 2U, 2D, etc., to the contact members of floor selector FS for car C to connect also with corresponding contact segments on floor selector FS for car C, as by way of conductors 133 and 134;, the two elevator cars C and C may be operated as a bank of eleva tors in which the floor push buttons 2U, 2D, etc. are common control'devices. Hence, the first car to approach a tloor for which a call has been registered will respond to that call and cancel the same, thus preventing a following car from receiving the call. In like manner, if a'greater number of cars are to be used in the bank, these conductors 133 and 13 1 may be extendedto connect in parallel relation with the floor selectors of each of the additional cars.

If the automatic or call registering system becomes deranged, it will be apparent that, with our system of control, the car need not be taken out of operation, since it may be operated as a car-switch-controlled automatic inductor-landing elevator entirely independently of the call buttons. It will, therefore, be seen that we have devised a control system which is extremely flexible in its adaptation to various devices of elevator service: wherein the attendant on the car has completed a final control of the car at all times, and wherein disrangement of the call system doesnot render the complete elevator inoperative, but which permits service to be given by this elevator pending location and repair of the fault or damage.

The described embodiment of our invention is for the purposes of illustration only,

limit ourselvesto any of the details shown and described herein except as defined in the appended claims. a a v a We claimas our invention:

1. Ina control system for an elevator car operable past a plurality of floors, motive imeans therefor, actuable call-registering meansfor each of said'floors, means operably responsiveto the approach of said car to'a floor for 'whicha call meanshas been actuated for automatically reducing the speed of said motive means, andmeans under the control ofan attendant on said car for stoperable past a floor, motive means therefor,

ping saidcmotive means subsequentto said speed reduction.

'2. In acontrol system for an elevator opactuable, call-registering'means for'said floor, means operably responsive to the approach of said car to said floorwhen said call registering means is actuated for automatically reducing thespeed of said motive means, and means underthe control of anattendant on said car for controlling said motive means to start said car and forstopping said car subsequent to said speed reduction.

3. In a control system for anelevatorcar operable past a floor, means under the control'of'an'attendant on said car for starting said car and for stopping saidcar, ac-

tuable' call means for saidfloor, andflm'eans operable in response to the approachof said car to said floor'when said call means is actuated for automatically reducing the speed of saidcar independently of said attendantsaid positions-forstarting said car, means operable upon movement of said attendant controlled means to another position and upon the approach of said car to said floor for automatically causing said motive means to reduce speed and to stop said car level with said floor, and means operably'respon- 's'ive to the actuated condition of said call means and to the approach ofsaid car to said attendant controlled means; 5. Ina controlsystem "for: an elevator car operable past a floor, multi-speedmotive means therefor, means operable in correspondence with movements of'said car for bringing saidcar to rest level with said floor a in steps of diminishing speed-a car switch on said car-for starting said car: and for renderingsaid car-operated means efiective means for said floor operable to render said car-operated means effective to control a portion only-of said steps independent of said car switch. 1 a

6. In a control system for an elevator car operable past a floor, multi-speed motive means therefor, means operable in correspondence with movements ofsaid car for reducing thespeed, of said motive means in steps of diminishing speed as said car approaches said floor, and means, under the control of an attendant on said car, for controlling the final stopping of said car.

7. In a control system for an elevator car operable past a floor, multi-speed motive means therefor, means operable in correspondence with movements of said car for reducing the speed of said motive means in steps of diminishing speed as said car approachessaidfloor, and means, under the control of 'an attendant on said car, for controlling the final stopping of said car and for rendering said speed-reducing'mean'sefl'ective,actuable call-registeringmeans for said -floor operable when actuated for'rendering said speed-reducing means effective independent of said attendant-controlled means.

' 8. In a control system for an elevator car operable past a floor, multi-speed motive 'means' therefor, meansmovable in correspondence with movements of said car for reducing the speed of said motive means in steps of diminishing speed as saidcar approaches-said floor, a car switch on said car dering; said car-movement-operated means effective, and means solely under the control of said car switch forbringing said car to rest, independent of whether the carmovement-operated means is rendered effective bythe call-registering means or by the car switch.

i 9. In a control system for an elevator car operable past a floor, multi-speed motive means therefor, car switch means movable between at least two positions, means operable by movement of said car switch to one 'postion for starting and accelerating said motive means, normally ineffective means for automatically decelerating'said car from a high-speed to zero speed in steps of diminishingspeed as said car approaches said floor,

call-registering means for said floor forrendering a portion ofsaid decelerating means effective, and means controlled by movement of said-car switch to another position for rendering the remainder of said decelerating means efiective. V Y 10. In a control system for an elevator car operable past a floor, multi-speed motive means therefor,'carswitch'means movable to at leas'ttwo positions, means operableby movement of said car swltch means to one position for starting and. accelerating said motive means,means for automatically decelcrating said motive means from a high speed to a lower speed as said car approaches said floor, call-registering means operable to render said decelerating means efiective, additional means for decelerating said motive means from said lower speed to zero speed as said car continues to approach said floor, and means operable by movement of said car switch means to a second position for rendering said last-named means eflective.

11. In a control system for an elevator operable past a floor, multi-speed motive means therefor, car switch means movable to at least two positions, means operable by movement of said car switch means for selectively accelerating said motive means to any one of a plurality of high speeds, a plurality of means operably dependent upon the speed selected for automatically decelerating said motive means from the selected high speed to a lower speed as said car approaches said floor, callregistering means operable to render said decelerating means effective, additional means for automatically decelerating said motive means from said lower speed to zero speed as said car continues to approach said floor, means operable by movement of said car switch means to another position for rendering said last named means effective.

12. In a control system for a plurality of elevator cars operable past a floor, multispeed motive means for each car, car switch means for eachcar movable to at least two positions, means foreach car for automatical- 1y decelerating that car from a high speed to a lower speed as that car approaches said floor, call-registering means for said floor common to all cars actuable to render the decelerating means for the first carto'thereai'ter approach said fioor effective, additional callregistering means individual to each car for also rendering the decelerating means for that car effective, and additional means for each car forautomati-cally decelerating, that car from said lower speed to zero speed as said car continues to approach said floor, means operable by movement of said car switch means to another position for rendering said last named means elfective.

13. In a control system for an elevator car operable past a floor, multi-speed motive means therefor, car switch means movable to at least two positions, means operable by movement of said car switch means to one position for starting and accelerating said motive means, means for automatically deceleratingsaid motive means from a high speed to a lower speed as said car approaches said floor, call-registering means operable to render said decelerating "means eifective, additional means for decelerating said motive means from said lower speed to zero speed as said car continues to approach said floor, and

means operable by movement of said car switch means to a second position for rendering said last named means effective, and signal means on said car operableupon actuation of said first named decelerating means.

14. In a control system for an elevator car operable past a plurality of floors, motive means therefor, actuable call-registering means forv each of said floors, means operably responsive to the approach of said car to a door for which a call means has been actuated for automatically reducing the speed of said motive means, and meansunder the control of an attendant on said car-for stopping said motive means subsequent to said speed reduction, and signal means on said car opactuated to stop said car.

i 16. In an elevator signal and control system in combination with an elevator and hoisting means therefor, means for reducing by a predetermined amount, the speed of retation of the hoisting mechanism comprising an electro-magnetic device, circuits thereto and switches in saidcircuits, said switches being operable by users or prospective users of the elevator from either within or without the elevator, and additional means for causing an actual stopping of the elevator.

17. In an elevator signal and control system, in combination with an elevator and hoisting means therefor, means for signaling the elevator operator to stop at a selected floor comprising an electro-magnetic device operable to materially reduce the speed of rotation of said hoisting means, a circuit to saidelectro-magnetic device and means torclcsing said circuit located at said floor, and additional means for causing an actual stopping oft-he elevator.

s18. In an elevator signal and con-trol system, in combination with an elevator and hoisting means therefor, means for signaling the elevator operator to stop at a selected ,floor comprising an electro-magnetic device for materially reducing the speed of rotation of said hoisting means, a signal device in the elevator, circuits to said electro-magnetic device and said signal device and means located either in said elevator or at said vfloor for simultaneously closing vboth said circuits, and ,means operable from within said eleva- 1 tor only to cause actual stopping of the elevator.

19'. A signal and control system for an elevator car comprising a plurality of members, one for each of a plurality of landings,

operable to cause the deceleration of the car the stopping of the car, said one control means being manually operable.

, decelerating controls for a landing, a stop 21. A signaland control system for an elevator car of the type wherein the stopping of the car is under the control of the operator of the car,characterized by the fact that'in addition means is provided for a landing for causing the deceleration of the car only upon approaching said landing. Y

22. A signal and control system for an elevator car comprising a pair of directional control, and cardecelerating mechanism responsive to said stop control to stop the car and to one of said decelerating controls to decelerate the car upon approaching said landing only when the car is traveling in one direction and to the other of said decelerating controls to decelerate the car upon approaching said landing only when the car is traveling in the other direction. a

23. A signal and control system for an ele- I vator car comprising a' decelerating control for a landing, start and stop control switching mechanism, r and car-actuating-and-stopping mechanism responsive to said decelerating control to decelerate the car only at said landing and to said start and stop control switching mechanism to start the car and to stop it at any point.

24. ,A signal and control system for an elevator car serving a plurality of landings comprising means for starting and stopping said elevator at any point in its travel, a single manually operable device for controlling the normal operation of said starting and stopping means, and a plurality of means for causing the car to decelerateto a predeter mined speed, said last named means being incapable ofalone causing the elevator to decelerate below said predetermined speed. e

In testimony whereof, We-have hereunto subscribed our names this 7th day of Aug, 1928. T LUTHER J. KINNARDL EDGAR M. BOUTON;

Images