US907986A - Combined electric-brake and push-button plunger-elevator system. - Google Patents

Description

RVG. FURLOW. ooMBINBD ELECTRIC BRAKE AND PUSH BUTTON PLUNGBR BLEyAToR SYSTEM. APPLIUATION FILED JAN. 8, 1907. 907,986 Patented Dec. 29, 1908.

2 SHEETS-SHEET 1 .f1-Z Mfg-ff ATTORNEY;

P. C. PURLOW., COMBINED BLBGTBIQ' BBAKB ANB PUSH BUTTON BLUNGEB BLBvA'ToB SYSTEM.

907,986. APPLIVOATIUFAIILBD JAR. 8,1907. Patented Dec' 2 SHEETS-SHEET 2.

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` 0F JERSEY CITY, NEW

NEW'JERSEY, ASSIGNOR TO OTIS ELEVATOE COMPANY, JERSEY, A CORPORATION OF NEW JERSEY.

COMBINE? ELECTRIC-BRAKE AND PUSH-BUTTON PLU'NGER-ELEVATOR SYSTEM.

Specification of Letters Patent.

Patented nee.r 29, reos.

Application led January 8, 1907. Serial No. 361,363.

To all 'whom 'it may concern:

Be it known that I, FLOYD C. FUnLow, a citizen of thev United States, residing at Montclair, in the county of Essex and State of New Jersey, have invented a new and usel Improvement in a Combined Electric- Brake and Push-Button Hunger-Elevator System, of which the following is a specica- 4tion. i

My invention relates to hydraulic eleva'V tors, and one of its objects is the provision of an improved automatic usb-button electric system of control for hy aulic elevators.

.A further object of the present invention is the provision of an automatic push-button electric system of control in combination with brake apparatus for plunger elevators.

More particularly it is one of the objects of this invention to provide in combination with a push-button `controlled plunger elevator system, electric brake apparatus for the plunger to ositively hold the car stationary at a desire landing.

Other objects of the invention will appear hereinafter, thenovelcombmations of elements being pointed out in the appended clalms. l

In the accompanying drawing, Figure 1 represents more or less diagrammatically an automatic push-button controlled elevator.

system with electric brake apparatus applied to the plunger; Fig. 2 represents in plan and horizontal section, a modified form of Ibrake device; Fig. 3 shows a trip switch in elevation; and Figs. 4 and 5 are detail views of the floor switches.

Similar characters of reference are applied to the two views. l

Referring to Fig. 1, C designates an elevator car which is attached to and supported by the plunger P, the latter being arranged to move up and down in the cylinder l in the well known manner. .To the top of the car C is secured the counterweightrope 2, which passes 'upwardl `over the sheave S tothe counterweight .in 'the usual manner.

V designates a limit stop valve which is automatically operated at the up er and lower limits of travel of the car by t e latter striking against the stop buttons or balls B and moving the operating rope R in one direction or the other. The rope R is passed connected to the pinion 7, which in turn actuates the rack 8 to move the valve 68 in p the proper direction to effect a cutting off of the supply or exhaust and thus stop the car. A rope 5 is connected to the sheave 4 at one end and to its otherl end is connected a weight 6, so that when the car isy moved away from its limit of travel, theautomatic valve V will be restored to its normal position as sho in Fig. 1.

The apparatus thus far referred to is of well known construction and is here set forth merely by way of illustratipn, and any other mechanism than that shown may-be used if desired. `That is, I do not desire to be limited to any particulartype of hydraulic elevator as one of the features of my invention is ada ted to be combined with any hydraulic e evator in which motor-fluid in the form of li uid or gas must be controlled.

9 and 10 designate, respectively, the supply controlling valve apparatus and the exhaust controllin valve apparatus, the o eration of each of w ich is controlled by t e electromagnetic valve apparatus 11 shown in enlarged view in deta1l in .my co ending a plication, Serial N o. 313,540, led Apri 25, 1906, push-button controlled plunger elevator system.

The valve devices 9 and 10 comprise differential pistons and are normally held b pressure from constant su ply ipes 56 an 56 in the ositions indicated) 1n Fig. 1. In addition .to t ese valve devices there is also the automatic sto valve device V which is connected to the cy inder head H by means of the pipe 3. The casin s of the auxiliary valves are connected to t e upper and lower portions of the casing of the stop-valve device V. The function of the latter 1s to automatically shut o the flow o'f water to and from the cylinder 1 when the car-a roaches either terminal, and it is ,controlledpcll by the movement of the car in the elevator well, thus makin a ositive stop in case of derangement of t e e ectrical apparatus.

he main controllin valves 9 and 10 are both normallyclosed thus cutting o' the ingress of water to, or the e ress of -water from the elevator` cylinder 1. lVheneither of the solenoids 25, 26 controlling the'auxiliary or pilot valves 51, 51', receives current, the core ofthe solenoid is lifted with the result that the two-way valve 9 or 10 connected thereto is opened to permit the passage of water to or lrectly and automatically from the cylinder 1, depending upon whether the car is to go up or to go down. The operating valve remains open and the car continues in motion until the circuit including the o erated solenoid is broken by means of one o the floor switches 13, 14, or 15. These switches are used for shifting the current to either the up or down pilot valve, and also for breaking the circuit controlling the electrical apparatus used in connection with the floor at which the switch is located. These switches may be ofany desired construction and I show referred forms in Figs. 3 and 4, These oor switches each comprise a forked arm 101, which is mounted on a fixed pivot 102 in the hatchway. In Fig. 3 is shown an intermediate limit switch which comprises two blades 103 and 104, one of which is always in engagement with the spring clips 105 or 105', as more clearly shown in ig. 4. Preferably some arran ement is made for holding one of the bla es in circuit-closing position, as for example, a spring 118, mounted on a rod 119, which is pivoted at 120 to a spring-operated slide 121. Any other suitable devlce for holding the blade 103 or 104 in its circuit-closing position may be i sed, however, if desired.

As will be seen in ig. 4, the arms 105 are spring-pressed, and mounted so as to be insulated from each other, and have connected to their inner ends the wires 112 and 113, or the wires 122 and 123, as shown in Fig. 4.

. the blades.

, tential.

Secured to the car C is a cam 16 which carries a laterally projecting pin 100. This pin is arranged to engage t e fork or butterfly 101 of the intermediate switch, as that designated 14,l and this reverse the positions of This pin 100 may also be depended upon for operating the top and bottom ioor switches 13 and 15, but I may operate the latter by means of the cam 16 striking against an arm carryin a roller at its outer end and being fixed to t e shaft which carries the switch blade at its other end. When the switches 1.3 and 15 are thus operated,'their knives are pr lled out of contact with the clips, thereby breaking the 'circuit When this occurs the core of the solenoid and stem of the auxiliary valves return to their normal positions by gravity, causing the two-way valve to immediately close and effect a stopping of the car.

The current used for operating the electromagnetic apparatus ma be taken from the electric light wires in a uilding, with resistance, as for example a suitable number of incandescent lamps, inserted to reduce the o- Obviously, any other source of e ectric current ma he used if desired, as for example, electric atteries, or a dynamo, or an alternating current generator. Although three floor switches are shown, the number may be decreased or increased in accordance with the operation predetermined upon.

Referring now to the wiring for controlling the4 pilot valve mechanism 11 and the trip switches 12, it will now be explained how the ush-buttons when operated,are automatically thrownout or short-eircuitcd as soon as one of the trip switches 12 has been actuated. It will be seen that as soon as a pushbutton at a landing or one of the push-buttons in the car, has been operated, the operator is given exclusive control of the car, and the latter will go to the selected landing unless the safety swltch in the car is operated, in which case the car would be immediately sto ped. lit); should be noted that an up or fcall push-button is provided at each iioor, and that in addition thereto, there is also a down or return button at each floor. These sets of push-buttonsor switches are designated '17, 18 and 19 in Fig. 1. The up or calli button brings the car automatically to the floor where operated, while the down or return button, which is connected in parallel with the basement call button 19, enables a person, after using the elevator, to cause it to return to the first flo/or if desired.

In the car is a set of push-buttons numbered to correspond with the several floors, each button being wired in parallel with the corresponding floor call button or switch. Controlled by the doors leading into the elevator well or shaft are the respective door switches 20, 21 and 22; These switches are all in the same circuit and in this circuit is a stop push-button or safety switch 24, which enables a passenger to break the circuit at will to eect the stopping'of the car at any desired position in the elevator well or hatchway, or at any time.

The operation of the construction thus far disclosed will be understood from the following explanation. Assuming that the car is at an intermediate floor and that the push-button 71 at the top floor be operated so as to close the circuit from the#- main through one blade of the main line switch 72, and thence by way of wire 73, door contacts 22, 21 and 20, wire 74, safety switch 24 in the car, wire 75 to the trip switches 12. These trip switches are in such a position normally, that the circuit will continue through the stationary contact strips 83 and connecting Wires 84, to the wire 85, and thence the circuit continues through conductor 86, pushbutton 71, conductor 87, electro-magnet 89, conductor 90, switch 13, which at this time is in a closed position, conductor 91, solenoid 25, conductor 92, and finally through the other blade of the main line switch 72 to the main It will be noticed that this circuit includes the coil of the lowermost electromagnet 89 and the electro-magnet 25.

One of the'trip switches is shown in elevation in Fig. 3, and comprises a base or support 77 on which are mounted the electromagnet 89 and the table 78. The latter carries abracket 95 on which is l armature 93, the outer end o which carries a piece'of insulation 96. On the right-hand end ofthe table 78, asviewed in Fig. 3, is secured a block of insulation 80 which carries contacts 83, 7-9 and 97, and alsosupports a spring 82 which yacts on one endv of the circuit-closing bar 76. With the other end of this bar is associated a s ring 81 which acts to move the inner end ofp the bar 76 so as to electrically connect-the contacts 83 and 79. The s ring 82 at this time acts upwardly at the other end of the bar 76`to move the same out of engagement with the contact 97.` The electrical connections of the wiring with these contacts 'will be clear from an`1nspection of Fig. 1.

When the electro-magnet K89 is energized and the armature 93 is actuated, the block of insulation 96 is moved upwardly and strikes against the inner end of' the circuit-closing i bar 76, and disengages the same from the contact 79. This operation, however, effects the engagement of the bar 76' with thecontact 97 but the contact 83 isstill in electrical connection with said bar 76. The 'upward movement of the insulation 96 maybe re -L,

lated by the set screw 14-3 whichmay a so serve to prevent sticking of the armature to the poles of the magnet` if said setA screw is made of non-magnetic material. The spring 81 being stronger ,than the spring` 82 w1ll restorethe parts to normal position 4when the magnet is de-energized, the downward moveyment of the insulation being limited bythe abutment 144 with .which may be associated a restoring spring if desired.` i v When one of theelectro-ma 12 is operated all ofthe pushand 19 at the landings and the netic switches push-buttons 23 in the car willbe short-circuited so that even if they were operated after the carhasy been started in motion, they could have no effect whatever until the car hasireached the floor to which it has been sent orcalled, and the lrelay device shown in Fig. 3 automaticallyrestored to its normalposition, which isthat shown in said gure. The holding or retaining circuit of the electro- magnets 89 and 25 excludingthe pushbuttons,v may be'- traced from the +`ma1nto and throu h the,

wire 73, door switches 22, 21 and 20, wire 74, safety switch 24 in the conductor `99, lowermost magnet 89., conductor 90,switch 13, conductor 91, magnet 25, and conductor 92 to the-main.

It will be noticed that a separate relay is used foreach floor, that is, if there are three floors, as shown, there shouldl be three relays. A separate magnet is of course used for each switch,y the coils of such magnets taking their ycurrent from the vsame trip switch that the magnet governs, and are conpivot'ed at 94 an This has the effect of letting uttons 17, 18

\ valve 60 will be car, conductor 75,` contact 83, 'bar 76, contact 97, conductor 98,

nected with floor buttons or the circuit through any magnet may be closed by operating the corresponding floor push-button connected with the same. The current then passes on through the corresponding iloor switch to one of the solenoids o erating the auxiliary or pilot valves, and t ence to the return wire as traced above. Assuming again that the solenoid 25 receives current and its core 37 together with the parts connected thereto,` are lifted the auxillary or pilot valve 51. will be opened to permit the motor-Huid to passfrom the supply pipe 27 into the pipe 31 and thence to the chamber 54 to act on the piston 55 to move it downwardly against the action of the motor-fluid in the chamber 57 connected with the constant ressure su l i e 56.

It will be nlbticed thaiyghe :pistons 55 and 58 are of different dimensions, the latter besmaller, and both being secure'd to the portion thevpiston valve 60 and theI piston 61. The latter is arranged to move in the chamber 63 and is` retarded in its upward direction by the check valve 62 so that the valve 60 will close slowly but may be moved in the quickly. the supp y pressurefromthe pipe 52'into the plunger'cylinder 1` quickly and thus obtaining a quick start of the Aelevator car. Inorder, however, to revent the car from stopping toosu'dden? the valve 60 should be closed slowly vand this may be accomplished by restrictln v*the flow of the ycheck v The electro-magnet solenoid 25 having lifted" its core or plunger 37 and operated the valve 51 to effect a downward movement of the piston 55 by its dierential action, the moved downwardly quickly and the main supply iuid flow from the pipe 52 past the valve 60, and thence through t e piston cylinder in case a hydraulic-elevator system of the car suspension type is em ployed;

supply pressure vcommunicated to the plunger P, the car lwill be moved upwardly until it air into the chamber'63 through valve 62 in any welli known man-V -pi-pe 64, port 65, chamber 70, andV connecting `pipe 3, to theplunger cylinder 1or to the' '1.1' The valve 9 havingbeen opened and the o arrives at its designated landing, when the pin 100 will operate the switch 13 to effect ay denergiaation ofl the magnet solenoid 25 and the consequent closure of the pilot valve 51. The supply pressure from the pipe 56 will now effect a return of the valve 60 to a closed position slowly and the fluid in the chamber 54will be exhausted 31, pilot valve 51, and exhaust pipe 28, `th piston 60 being retarded by an adjustable opening in the check valve 62, as heretofore explained.

through pipe- The car will go to the uppermost landing and operate the switch 13 to open the same and thus stop the car but if the ear should go beyond this peinfV for anv reason whatever, the stop-ball B wouldu be struck and the drum or sheave 4 turned by means of the l rope R to move the valve 68 upwardly and I close communication between the valve 9 and the pipe 3.

1t will be noticed that the stop-valve V comprises the balanced pistons 67, 68 and 69 so that the uid pressure acting thereon `will have no tendency to move the same. Inasmuch as the communication between the supply pipe 52 and pipe 3 to the cylinder' 1 is thus closed by the stop valve, and the valve 10 is closed, the elevator car will come to a positive stop at its uppermost limit of travel. a

The path of the current for the floor switch 13, 14 or 15 to the up or down auxiliary pilotvvalve solenoids 25 or 26, depends entirely upon which line the contact blades ofthe intermediate floor switchA are connected with, this in turn` depending upon the location of the car. Thus when the car passes the intermediate floor switch on its upward movement, it sets it to next direct the current to the exhaust or down magnet solenoid, and when it passes this floor switch on its downward movement, it sets it to next direct the current to the supply or up valve magnet. At an intermediate position of the switch 14 both circuits are broken, so that at each passage of the car the floor switch is thrown out before being reversed. When the floor switch through which the current is flowing is thus thrown out, the current is cut off yfrom the controlling magnet'89, and from the auxiliary pilot valve solenoid 25 or 26, thus causing the main valve to close and stop the car.

The return movement of the armature 93 of the controlling magnet 89, when the current is cut off, allows the trip switch to return to its normal position again connecting up the series of automatic switches ready for the next movement.

It should be noted that after the operator at a landing or in the car has once pushed a button or operated a switch, it is unnecessary to hold the switch closed, for as soon as the magnet controlling the trip switch has been operated, the push-button circuit is entirely thrown out of operation, that is, it is shortcircuited as hereinbefore explained. It will also be seen that since the puslvbutton circuit is made inoperative after the car has once been set in motion, it is impossible for anyone else to get control of the car until it has reached the desired floor and come to a full stop. If two buttons are pushed at almost the same time, the car will respond to vthe first call, although the two calls may be but a fractional part of a second apart. lt

should furthermore be noted that the system herein disclosed has a high degree of safety, and it can readily be seen that an accident, so far as a confusion of calls is concerned, is practically impossible, for as soon as the ear reaches a floor and the door is opened, it is,impossible to start the same again from any floor or from within the ear, until all the doors leading to the elevator well are in a closed position and the door contact switches 20, 21 and 22 are also closed. In connection with this system any approved door loch which securely locks the doors until the car is substantially level with the iioor landing, may be used if desired.

Assuming that the car is at its uppermost landing, and the iioor switch 14 1s in the position shown in Fig. 4, so as to electrieally connect the conductors 112 and 113, let it be desired to call the car to the floor below. ln this case the push-button 116 is operated, whereupon a circuit will be established from the main to and through the wire 73, door contacts 22, 21 and 2t), conductor 74, safety switch 24 in the car, conductor 75, contacts S3 and connecting conductors S4, conductors S5, 86, push-button 116, which has been operated, conductors 137, 117, magnet SQ (second in the series), conductor 114, wire 113, switch blade 104, and spring-pressed contacts 1(15, conductors 112, 115, down magnet 26, and conductor 92 to the main. Pilot valve .51 will thereupon be operated and the middle trip switch operated to short-circuit the push-buttons at the landings and the push-buttons 23 in the car.

Pilot valve 51 having been opened, the iiuid under pressure will flow through the pipe 32 to the chamber 54/ of the valve 10 and effect a movement of the valve 60 to its open position. The valve 9 is at this time in the position shown in Fig. 1, and so also is the stop valve V. The opening of the valve 60' establishes connection between the cylinder 1 and the exhaust pipe 53. rThe car may therefore descend 1n the'well known manner until the pin 100 strikes the fork or butterfly 101 to disconnect the wires 112 and 113 and thus eiect a denergization of the magnet solenoid 26. The pilot valve 51 will thereupon be closed by reason of gravity acting on its moving parts, and the constant pressure sup ly from the pipe 56 will eil'ect a return of t 1e valve 60 slowly to its normal or closed position, thus stopping the car at the desired landing.

If the car arrives at the lowermost land- ,ing, it will operate the switch 15 which also cuts off current from the solenoid 26 and effect the stopping of the car in the same manner. lf the lower stop button B is actuated the valve 68 will be moved downwardly to automatically cut off the exhaust flow from the cylinder 1', to the exhaust pipe 53, and thus stop the car. It will be noticed that also the valve 10 1s provided with a small check valve 62 so that the valve 60 may be opened quickly and therefore the car will be allowed to startY downwardly quickly and to s close slowly so that the. car will Vstop gradually. The ap aratus thus far described is the same as isclosed in my co-pending a plication already referred to. It should) be noted that it is one .of the especial objects of my invention to provide means for positively holding the car stationary in a desired position, as at a landing, so that there may be no settling and consequent derangement of the circuits and connec tions of the push-button systems. i This I deem a valuable `feature of my invention, as without it, an `automatic push-button controlled elevator system would be impracticable by reason of movement of the car away from the landing `due to leakage of the motor-fluid from the lunger cylinderv and the consequent irregu yar stopping of the car near other landings. I have in my co-pending application referred to, illus-l filed trated the bra e apparatus disclosed and claimed in my Patent No. 810,404, granted January 23, 1906, for an improvement in retarding devices for plunger elevators, while in the accompanyin drawing `I have illustrated an electro-mec anical brake. I do not, however, claim as my invention the electro-mechanical brake' apparatus per se comprising an electro-magnet, vbrake shoes and springs associated with a plunger of a plunger elevator, as such is the invention of Mr. W. D. Baldwinand covered in his pendin application, Serial No. 231,257,

ovember 3,1904, for an improvement in retarding device for' plunger elevators. of my invention is concerned, any other s stem of automatic pus -button control tlan that illustrated may ;be used in combination with brake apparatus for the plunger.

The brake apparatus illustratedy in Eig: 1 comprises a magnet solenoid 133 1n thlslnstance connected rigidlyto the cylinder head H. Freely'movable within this solenoid is a core or armature 156 to the upper endof which is connected the stem 137. This `in. turn is connected by the link 138 to the brake lever139 which is rigidly connected to the cam member 140 between the crossedI brake shoes or gripping devices in contact with the plunger. The cam 140 is pivoted at 141 to the support 157 mounted on top of the cyllnder head H. When the solenoid 133 receives suflicient current the core 156 will be lifted and so also the parts connected thereto so as to release the grlptpini aws and permit the plunger to be move Then the current So far as this particular feature Ais cut off the weight of the core 156 will-effect the application of the brake, or if this is not sufficient, the weight 159 may be placed on an extensionof the lever 139. A sto 158 may b e placed in proper osition to limit the downward movement o the lever 139l and hold the sameV where the cam 140 will have maximum effect in applying the jaws firmly to the plunger.

In Fig. 2 I have shown a modified brakeapparatus in that the solenoid 133" is arranged horizontally instead of vertically, and has two cores 160, 160 which are connected by the stems 161, 161 to the levers 162, 162' pivoted at'163, 163', respectively. The other 'ends of these levers are associated with the various parts. y

With the construction shown in Fig. 2 it should be noted that when the solenoid 133 receives suflicient current, the cores 160, 160' are drawn inwardly to actuate the levers 162, 162', the brake rods 164, 164' and the brake shoes 165, 165 against the action of the springs 166, 166. When the shoes are re- 'leased the plunger may be actuated and when the current is cut 0H the springs again a ply the shoes to the plunger to retard the ill? 105 e same and thus assist in the stopping thereof and to hold the plunger stationary after` being stopped.

'The brake magnet may -be controlled b any suitable electric switches actuated pre erably by some moving part of the .valve a paratus. In this instance I have shown t e switches 168, 168' above the pilot valve magnets to be actuated thereby. The contact members 169, 169 are yieldingl connected to the upper ends of the p unger Stems 172, 172l by means of the springs 170, 171 and 170'and 171', respectively. Normally the connecting members 169, 169' respectively rest on the fixed contacts 173 174 and 173', 174', and the circuit of the solenoid of the brake magnet is open.

When the solenoid 25 receives current to open the pilot valve 51 the contact member 169 isl lifted to disconnect the contacts 173, 174 and to electrically connect the fixed contacts 175, 176, a short distance above. A circuit is then completed to elect the release of the plunger brake. This circuit may be traced from the main through the upper blade of the main line switch 72, conductors 73, 177, contact 175, bridge :piece 169, con- -across the mains receives full power and in a short space of time depending upon the time constant of the brake magnet the brake will be released. At `about the same time that the brake is being released the valve 9 is being opened quickly so that the car is at once lifted and brought to full speed without delay.' Now when the current is cut off from the solenoid 25 to effect the stopping of the car", the bridge piece 169 will drop also cutting olf the current to the brake magnet. It is preferred to stop the car gradually, however, so the brake should not be applied too suddenly but should be permitted to be applied gradually. lThis may be accomplished 1n various ways. In this instance I have associated electric switches 180, 180' with the valves 9, 10, respectively, and provided a resistance 172 arranged to be inserted in circuit with the brake magnet solenoid to effect only a partial ap lication of the brake to asslst in stopping t e car until the valve 9 or 10 is closed or nearly so when the brake is fully applied, p

When the bridge piece 169 drops to connect the contacts 173 and 174 while the bridge piece 181 still connects the contacts 184 and 185, the resistance 172 will be insertedv in circuit with the solenoid 133' of the brake magnet. This resistance may be of any desired magnitude so as to decrease the power of the electro-magnet to any desired extent and thus secure a retarding action of the brake in accordance with the closing movement of the valve device 9. This circuit may be traced from the positive main through the conductors 73 and 177, resistance 172, contact 173, bridge piece 169, contact 174, conductor 186, contact 185, bridge piece181, contact 184, conductor 136', solenoid 133', conductors 135", 92, out to the main. As soon as the valve 60 has been moved down so that the nut on the outer end of the stem 183 positively engages the bridge piece 18-1, the contacts 184 and 185 will be electrically disconnected and the brake solenoid circuit entirely opened. The weight 159 will thereupon fully apply the brake to the plunger P substantially at the same time or preferably a short time before the supply through the valve device 9 is entirely cut olf.

When the contact member 169' returns to its lower positionlas shown in Fig. 1, and the switch 180' is still closed, the resistance 172 will also be inserted in circuit with the solenoid 133', this circuit extending from the positive main through the conductors 73, 177, resistance 172, conductor 187, contact 173', bridge piece 169', contact 174', conductor 188, contact 185', bridge piece 181', contact .184', conductors 189, 13e', Solenoid 133",

conductors 135', 92, out to the negative main. As soon as the valve 60' has been moved downwardly to a certain degree so that the bridge piece 181' merely rests on top of the spring 182' and the contacts'184' and 185' are disconnected, the brake will be fully applied by reason of the entire denergization of the brake magnet. As heretofore explained, it is preferable that the valves 60 and 60"close slowly so as to bring the elevator car to a gradual stop whether it is traveling upwardly or downwardly. It is evident that the partial application of the brake to the plunger assists in thus gradually stopping the car and relieves the strain on the valve apparatus. Preferably the switch 180' is so adjusted that the brake will be fully applied at about the same time or a brief space of time before the valve 60' is closed. Y

Obviously those skilled in the art may make various changes in` the details and arrangement of parts without departing from the spirit and scope of my invention, and I desire therefore, ,not to be limited to the precise construction herein disclosed.

Having thusfully described my invention, what I claim and desire to have protected by Letters Patent of the United States is:-

1. The combination with a load-carrying device, a plunger and operating apparatus, of brake mechanism for said plunger, and electric circuits and connections to automatically control said operating apparatus and said brake mechanism to cause said load-carrying device to start from any position and stop at a predetermined position.

2. In a hydraulic elevator, the combination with a luner and a car, of a retarding device for tlie p Unger, and an electro-inagnet controlled from the car or from a landing for effecting the release or application of said retarding device.

3. In a hydraulic elevator, the combination with a car, a plunger and change-valve apparatus, of a retarding device, a motor for operating said retarding device independently of said change-valve apparatus, and a single device for controlling both the chancevalve apparatus and said motor to cause t 1c car to stop at any selected point intermediate its limits of travel.

4. In a hydraulic elevator, the combination withl a plunger and change-valve apparatus, of a retarding device, a motor for operating said retarding device, and a plurality of pilot valves each controlling the operation of both the motor and the change-valve apparatus.

5. In a hydraulic elevator, the combination with a car, a plunger and change-valve apparatus, of a retarding device, a motor for operating said retardin device independently of said change-va ve apparatus, and

meanscontrolled from the car or from a landing for effecting the operation of both the changIe-valve apparatus and the said motor.

6. he combination With a plunger elevator, of valve mechanism for controlling the same, a retarding device for the plunger, electric appliances for controlling `said valve mechanism, push-buttons connected to said electric appliances, and means for cutting out the circuits of all the push-buttons after one has been operated to effect the starting of the car to a selected point corresponding to the operated push-button andl the automatic operation of the retarding device upon approaching such point.

7. The combination With a plunger elevator and hydraulic mechanism for controlling the operation of the same, of electric circuits and connections of an automatic ush-button controlling system for said ydraulic mechanism, a brake for the plunger, and

means operated by the car for automaticallyT arresting the same at a predetermined point by cutting oli the motive power and eli'ecting the application of said brake.

S. The combination with a plunger elevator `and hydraulic mechanism vfor controlling the operation of the same, of a retarding device fol-,the plunger, electricl means for controlling said hydraulicl mechanism and said,v

retarding device, push-buttons or switches connected to said electricmeans, and appliances for rendering all of the push-button circuits inopcrativewhile the car is in motion. y

9. In an elevator, the, combination with a car, of a plunger connected thereto, controlling apparatus, a push-button controlled electric system for operating said controlling apparatus, and means applied to the plunger for positively holding the car stationary, said means being dependent for vits operation upon said push button controlled electric system.

10. In an elevator, the combination With a car, of a plunger connected thereto, controlling apparatus, a push-button controlled electric system for operating said controlling apparatus, and means connected to saidv controlling apparatus and associated with said plunger for holding the car in a fixed position.

11. In an-elevator, the combination With a car and a plunger, of valve apparatusfor controlling the' movements thereof, an automatic push-button controlled system of electric circuits and connections for effecting an automatic stop of said carat a predetermined landing, and a brake associated with the plunger to positively retard the motion of the car and plunger and hold thesame-substantially' stationary at a landing.

12. In a hydraulic elevator, the combination with a car and aplunger, of a retarding device for such plunger, and means controlled applying such retarding device.

14. In a hydraulic elevator, the combina-. plunger and a car, of a retarding tion with a device for't e plunger, and automatic electro-mechanical means controlled from the car or from a landing for starting and stopping said car and for releasing Aand applying v said retarding device.

15. In a hydraulic elevator, the'combination with a lunger, of a car connected to the lunger, va ve apparatus, a retarding device or the plunger, actuating means for said retarding device, and electro-mechanical ap-` pliances for operating said valve apparatus and said actuating device.

16. In a hydraulic elevator, the combination with a plunger, of reversing valve meoll- `anism for controlling the movement of said plunger, a retarding device for the plunger, a motor for operating said retarding device, and electro-mechanical means for eiiecting the operation of said reversing valve mechanism and of said motor.

17. In a hydraulic elevator, the combination with a plunger and a car, of a retarding device for the plunger, a motor for operating said retarding device, and electro-mechanical means for controlling the starting, stopping and the reversing of the movement of the car and substantially at the same time the operation of said motor.

18. In a h draulic elevator, the combination with a p unger and a car, of a brake for said plunger, means for controlling the movement ofthe car, a motor for operating said brake, and electro-mechanical apparatus for effecting the operation of said controlling means and of said motor to release and apply said brake.

19. 1n a hydraulic elevator, the combination with a plunger and a car, of a brake for the plunger, a motor for operating said brake, reversing valve mechanism for controlling the movements of the car and plunger, pilot valve apparatus for controlling said reversing valve mechanism, and electric means for operating said pilot valve apparatus and for controlling said motor.

20. In a hydraulic elevator, the combination with a plunger and a car, of a cylinder for said plunger means for controlling the flow of fluid to orV from said cylinder, a brake for the plunger, a motor connected to said brake, pilot mechanism connected to said controllmg means and to said motor, and electro-magnetic means for operating fsaid pilot mechanism.

21. In an elevator, the combination with a 45, in the car or at a landing for releasing and car, of a plunger connected thereto, controlling apparatus, a push buttonelectric system for operating said controlling apparatus, and electro-mechanical means controlled `by said push-button electric system and associated with the plunger for positively holding the car stationary. 22. In an elevator, the combination with a car, of a plunger connected thereto, controlling apparatus, a push button controlled electric system for operating said controlling apparatus, a brake associated with the lunger, and electric means connected to sai controlling apparatus for controlling the operation of sai brake. i

23. In an elevator, the combination With a car, of a plunger connected thereto, valve apparatus for controlling the movements of said plunger, electric means for operating said valve apparatus, .a brake associated With the plunger, an electro-magnet for controlling the operation of said brake, and electric switches associated with lsaid electric means for controlling said electro-magnet.

24. In an elevator, the combination With a car and a plunger, of valve apparatus for controlling the movements thereof, an automatic push button cont-rolled system,- circuits and connections for eecting an automatic stopping of said car at a predetermined landing, and electro-mechanical brake apparatus associated with the plunger to positively retard the motion of the car and plunger and hold the same substantially stationary at a landing.

25. In ay hydraulic elevatqr, the combination with a car and a plunger, of a retarding device for said plunger, and electric means controlled from the car or from a landing for releasing said retarding device.

26. In a hydraulic elevator, the combination with a car land a plunger, of a retarding device for such plunger, and an electro-magnet within the control of the passenger Withapplying such retarding device.

.27. In a hydraulic elevator, the combination with a plunger and a car, of a retarding device for the plunger, and an electro-magnet controlled from the car or from a landing for effecting-'the release or application of said retarding device.

28. In a hydraulic elevator, the combination with a plunger and valve apparatus, of a retarding device associated with the plunger, an electro-magnet connected to said retarding device, and means for effecting the energization of the electro-magnet to release the retarding device upon the operation of said valve apparatus to elect the starting of the car.

29. In a hydraulic elevator, the combination with a plunger, of a car attached to the plunger, valve apparatus, a retarding device for the plunger, actuating means for applying said retarding device to the plunger, an

Velectro-magnet connected to said retarding device to release the same against the action of said actuating means, and electro-mechanical means for operating said valve apparatus and said electro-magnet.

30. In a hydraulic elevator, the combination with a plunger, of reversing valve apparatus for controlling the movement of said plunger, a retarding device for the plunger, an electro-magnet for operating said retarding device to release the same, and electromechanical means for eiiecting the operation of said reversing valve apparatus and the energization of said electro-magnet.

3l. In a hydraulic elevator, the combination with a plunger and a car, of a retarding device for the plunger, means for actuating said retarding device to apply the same to the plunger, an electro-magnet for releasing said retarding device', and electro-mechanical means for controlling the starting, stopping and the reversing of the movement of the car, and substantially at the same time, the energization of said electro-magnet.

32. In a'hydraulic elevator, the combination with a plunger and a car, of a gripping device for said plunger, an electro-magnet for actuating said gripping device to release the same, and electro-mechanical means for controlling the operation of the plunger and the energization of said electro-magnet.

33. In a hydraulic elevator, the combination with a plunger and a car, of a brake for said plunger, nieansfor controlling the movement of the car, brake-applying means, electric brake-releasing means, and electro-Inechanical apparatus for etlecting the operation of said controlling means and of said electric brake releasing means.

34. In a hydraulic elevator, the combination with a plunger and a car, of a brake for the plunger, brake-applying means, an electro-magnet for actuating said brake-applying means to release the brake, reversing valve mechanism to control the movements of the car and plunger, pilot valve apparatus for controlling said reversing valve mechanism, electric means for operating said pilot valve apparatus, and switches associated with said electric means for controlling the operation of said electro-magnet.

35. In a hydraulic elevator, the combination with a plunger and a car, of a cylinder for receiving said plunger, means for controlling the flow of fh id to or from said cylinder, brake mechanism for the plungeiyan electromagnet for controlling said brake mechan- 4of the vbrake on the tion with a plunger and a car, of a plurality of brake shoes associated With the plunger, means for'applying said brake shoes to the plunger, an electro-ma net for releasing said rake shoes from the p unger, valve a paratus for controlling the movements of t e car and plunger, and automatic pushbutton controlled apparatus for controlling said valve apparatus and said electro-magnet.

. 37. 1n a hydraulic elevator, the combination with la plunger and car, of a cylinder for receivingsaid p unger, valve apparatus for controlling the flow of fluid to and from said cylinder, pilot mechanism for controlling valve apparatus, electro-magnets for controlling said pilot mechanism, a brake, brake-a plying means, an electro-magnet to effect t e release of the brake, and circuits and connections of an automatic push-button controlled electric elevator system for controlling the pilot mechanism electro-magnets an the rake electro-magnets. Y

38. The combination With a plunger of a plunger elevator system, of electro-magnetic rake apparatus associated With said plunger,

and meansy for partially denergizmg the brake magnet to effect a partial application comes to rest. y

39. The combination with a plunger and a car, ofv a cylinder for receiving said plunger,

` valve apparatus for controlling the flow of fluid to and from the plunger, electro-mag-y netic brake apparatus associated with the plunger, and means co-acting with the valve apparatus for effecting only a partial application of the brake to the plunger as the car is coming to rest. y

. 40. The combination with a car and its plunger, of a cylinder for receiving said plunplunger when the `car ger, of reversing valve mechanism, connected to the cylinder, a brake associated with the plunger, means for applying said brake to the lunger, anelectro-magnet for actuating said rake applying means to release the brake, and automatic means associated with, said reversing valve apparatus to effect the insertion of resistance 1n circuit With said electromagnet until thereversing valve ap aratus has been operated to a predetermine extent in brin ing thecar to rest.

41. n a hydraulic elevator system, the combination with a car and moving means therefor, of valve apparatus for controlling said moving means, a brake associated with a part moving in. harmony with the l'movement ofthe car, brake-applyingmeans, an

electro-'magnet connected to said brake-applying means to actuate the same and effect the release of the brake, a resistance, and electric switch mechanism connected to said valve apparatus to eiect the insertion of said resistance in circuit with said electro-magnet while said valve apparatus is being closed t0 a predetermined extent and the car is being stopped,

42.' In an elevator, the combination with a car, of a plunger connected thereto, valve a paratus for controlling the movement of t e plunger, electric means for operating said valve apparatus, and means connected to said valve apparatus for positively holding the plunger and car in stationary position;

In testimony whereof, I ave signed my name to this specification in the presence of two subscribing witnesses.

l r FLOYD C. FURLOW.

Witnesses:

` C. M. N rssEN, JAMES G. BETHELL.

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