[1]Patented Sept. 14, 1937 . 2 @ - 0 9 3 @ 0 7 4 UNITED STATES PATENT OFFICE 2,093,074 ELECTRICAL CONTROL DEVICE WUHam Nobie Dickinson, RockvilIe Centre, N. Y. Application January 15, 1934, Serial No. 706,759 21 Claims. My Invention relates to a means for cbntrolling the operation of vafious types of apparatus or remotely controlled mechanism, including industrial plant operation, but more particularly relates to a completely automatic elevator with selective accumulative bontrol. 'Me principal object of the invention is to provide a controlling element which is adapted to be coupled with a system'of relays and the like lo In an electrical circuit to take complete control of any system wheiein a series of pre-determined operations are to be performed, and to do same In a precise and extremely accurate manner. An automatic elevator of the single push, two 15 button accumulative, selective type has been chosen as one example of a systeip to be controlled, because of the complex and complicated problems involved, but It Is to be understood that the controlling systern as a whole is adaptable for use 20 In any capacity which comes within the scope of the appended claims. The controller used according to my invention t@ control the above, briefly stated, generally comprises an electrical circuit arranging device 26 which is adopted to be moved periodically by the movement of the car on approaching each floor, and has a number of contact andinsulating surfaces thereon which are engageable by contact llngers, the flngers being electrically connected 30 with a series of electro-magnets, switches or contacts, including the motive power and signal members, In such manner that upon each movement of the circuit arranging device, a new combination of circuits Is set up to perform a required 35 number of pre-determined control functions at the required time. The circuit arranging device may be teimed as the heart or might even be termed the brain power of the entire control system. It further provides a direct 1: 1 ratio of 40 control, and uniform exactness In comparison with a multiple geared ratio between the movement of the car 9:nd action of a contact means, now commonly In use which latter multiplies Inaccuracies. The periodic or step-by-step move45 ment of the circuit arranging device as compared with the continuous action commonly employed, further results In compactness In size and increased life due to reduction In wear. By way of example, a comparison will now be 50 made between an elevator control system In common use and a system according to this Invention. Iet us assume that an apartment house having six floors and a basement has an elevator of one of the commonly known types In which 55 i@ sprocket chain runs the length of the hoistway (Cl. 187-29) and rotates series of members, each of which is adapted to be thrown into a contact - cosition to energize a floor magnet, then through a multiplicity of other magnets, the whole control of the syste m Is accomplished. Iet us assume that the r) move ment of the contact making members of the types in common use is reduced by a ratio of 1: 30 with relation to the movement of the sprocket chain or car; therefore any inaccuracies due to wear of parts, backlash of gearing, arcing of con- 10 tacts or stretch of the chain will cause the accumul ated difference to be multiplied by thirty in the effect of the manipulation of the contact makin g members with respect to the position of the car. Even so small an accurnulated differ- 15 ence as one-sixteenth of an inch at the contact memb ers results in a difference of almost two inches in the level at which the car -is brought to rest. Wit h the structure according to my invention, 20 a small compact rotatable cylinder is intermittently rotated a distance of about one-fourth of an inch at each step of rotation by means of a pawl and ratchet movement actuated through an electro-magnetic means energized directly 25 throug h the contacting of a switch arm oni the car with an obstruction at each floor in the hoistw ay. The movement of the cylinder therefore is in a direct relation with the movement of the car and there will be no change in the accu- 3a rate movement thereof since the actuating movement is provided by an electro-magnet which repeats the same stroke at every impulse, and further, there is no appreciable wear on the cylinder contacts and their associated stationary contact- 3il ing fingers, as the cylinder moves only a short dist ance at each Impulse of the electro-magnet. The se impulses ar6 rejated to the positions for whi ch stops are required, and not to the distance trav eled by t4e car. Hence, for an express ele- 40 vato r which does riot serve a number of Interveni ng floors, there need be only one impulse to pro vide for the stop at the floor succeeding such noservice intervening floors. The selective and acc umulative features in my device provide for 45 acc urate control of the car to cause same to seiv e the'furthest call registered in the particular dire ction of car trgvel before reversing its direction of travel, which thereby provides a more satis factory elevator service and reduces unnec- 50 essa ry niileage. The location of the controller furt hermore may be In a position entirely indepen dent of the location of the hoistway or elevato r machinery, whereas those commonly known reqwre a location in such position as will pern-iit 55
[2]direct -,nechanical connect,;on with some moving par@. of the elevator equipment. I describe the system iri its relation to un alternating current completely automvtic eleetric elevator in which the heavy operating machinery and controller are remotely lo,.-:;,ted in e,@her the roof-house or basement. -The car travels up and ,,4Lown a hoistway, and various inter-related meclianical and electrical devices are located in the 10 hoistvray, an the movable car and at t,he various landings. The general reqwrements for automatic elevator operation are safe, smooth, ciuiet, reliable automatic funotioning in response to initiative action by any person with or without 15 judgment or functional knowledge, at any landing or in the car. More specifically, w-@th my @rLvention a cumulatively selectiv@2 @,ystem @or '6h@a coi,itrol of calls is provided, frjr determining the direction of travel o--f in 9_0 response to an initial call and -@or ser-dng a mr,@ltiplicity of calls without confusion or unnecessary travel, and without false stops, in such sequence as will best meet the convenience of use,-,s and the demaiids of efflcient service. Provision is 25 made for stopping within limits, for emerpreriey stoppiag from the. car or stopping i.n the event of over-speeding, blowing of fuses or changes in alternating eiirrent phase relations, ond for the self-closing of landing d6ors and the auto30 matic opening ap-d closing of @he cq-r gote; P-Iso, for some visual indication at the landings @) iid in the car when the 'car is in use. The loc@,tion of the controller is entirely independent of tb-e lo-cation of the hoistway or of the elevator machi,-aery. 35 Referring to the drawings, in -which 1"1-ke numbers refer to lil,,e parts, Fig. 1- is a frorit elevational view of a, circuit arraaging device with electro-,nagnetic mepns for operation; 40 Fig. 2 is an end view of Mg. 1; Fig. 3 is a plan vip-w of the electro-magkiet portion of the device; Flg. 4 shows the cylii@drical surface of the circuit arranging cyhnder developed on a plane surti5 face, together with the interior electrie-al connectio@-is between the several parts. The lines A-B and C-D represent thecontacting lines ot, stationary contacting fingers resting on the cylinder in one.normal position of the cylinder; 5 . 0 Flg. 5 and 5a is a wiring diagram showing the electrical c6nnections between 9,11 inter-related parts; 14d. 6 is a detail view of the construction of one of the fingers which engage the surface of the 55 circuit axranging device at X drum; Fig. 7 is a diagrammatic view showing a modified arrangement of thp, contacting fingfrs applied to a plane surface imtead of a cylin&ical surface. 60 Mg 8 shows diagrammatically the,general arrange-ment of an elevator machine, car and related parts. Fig. 9 is a side view of Mg. 8. Fig. 10 shows two methods of employing photo65 cells in conjunction with opaque tapes 13rovided with windows; it being assumed that one cp-r is beyond the other cor. Fig. 11 is a diagrammatic plan view of the tape, 70 with guides and ph6to-ceR and source of lig I ht positions. Fig. Ila is a side vie,,w of the tape, showing guides and a @vindow. M,'g. !2 is a front view of a pwh button and a j5 directio.@l arrow. lqg. l@2a is a vertical section view through the push button. Mg. 13 shows the mechanics of tk,.e potential sviitcb and associated time elements. '-Fig. 14 shows the arrangement of the separate ele ctro-magnetically operated time element. Fig. 15 is a diagrammatic side view of a pivoted rocker arm supporting fingers 9 35 of a correction or synchronizing switch. Fig. 16 is a diagrammatic front Aew of a correcting or synchronizing s@stem, together with the electrical connections. Mg 17 is a diagrammatic view of a load compensator. Fig. 18 is a side view of gear 0 1 0, and associated parts, of Ft,-. 17. Fig. 19 is a diagrammatic side elevetion of a device for providing lateral movement of the rotatnble cylinder. in Fig. 8, a. typical worm gear, traction drive elevator machine is shown at the top of the hoistway, cabled to: an elevator car. A gearless machine might be shown, as the system is applicable to any r4@se and any speed. A load compensator Is shovra belted to the motor shaft, together with t'he customary type of car safety governor. one side o,t an endless rope is secured by a friction attachment. to the car and causes the governor sheave 'to revolve when the car is in motion. Should the car attain excessive speed, the governor actuates cams which arrest the rope wnd It Is released from the friction attachment on the car. A mechanical connection from the robe then operis governor switch I 9 1. Mounted orl- top of the car is shown a worm gear speed reduction driven by motor 022. Mounted on the,gepr shaft is an arm adapted to open and close the car gate when the motor Is revolved in one direction or-the other. Attached to this arm Is a chainor a leve-r wl:iieh en-uses P, cam to b-@ adveneed from the face of the car as the car gate opem, and to reti:,@e tWs ep-ni as the car gate closes. 'nie cax gate is shown in open po@ition. As the arm approaches either limit of movement, it opens a corresponding limit switch q iO or 100, which results In the cutting off of the current fmm rnotor 0 22. :Each of these limit switches closes immedia-tely the arm moves away from it. Also mriunted on top of the car are two adjustably moun,("ed switches (only one shown -127-) -w-hose arms engage v7ith a stationaxy obstruction 59 in the hoistvray as the car approaches each landing for which associated stopping provision is made. If a longer time of contacting is desired, a face is ,orovided as in Uga, The electrical contacting of these switches 927 effeets the operating of the circuit arranging device. One of these switches relates to up stops and on@, to down stops and each is in vertical. aligiiment with its corresponding set of obstructions 59. The switch arm is pivoted and Is of spring material, and norrr;ally rests at an angle to the horizontal. The obstruction is also at an angle to the horizontal. As the switch arm engages with the obstruction it is rotated on Its pivoted axis, thus extending the sviitch arm further into engagement with the obstruction to inswe a firm contacting. As the sviitch arm passes the horizontal level of the obstructibn, it cowmences to reduce this engagement with the obstruction and, hence ' to reduce the -fteiiing of the switch arni at the time that disengap,,ement takes place. The contact ageinst which the switch arm contact impinges also is permitted a slight movement, Both of these electrical contacts are insu-
[3]2,093,074 3 lated from the switch arm. 7he switch shown is for the down direction of car travel, and as the car travels down, the switch arm momentarily engages with an obstruction 59, contacts 127 close, the arm springs by the obstruction and contacts 127 open. For the up direction, the,@ertical relation of contacts 127 is reversed and a spring normally maintains them in separated relation. When this switch arm in ascending, engages with io an obstruction 59 in its onvn vertical alignment, contacts 127 mbmentarily close, and are then spring-returned to open position as the switch arm springs by the obstruction. Either switch arm, when engaging with one of its obstructions y,5 while traveling in a direction opposite to that for which its operative action is designed, springs by that obstruction without effe6ting a contacting ELt 127. As the car gate closes it closes c@ntacts $4. As it opens, it opefis co;@tacts, 84. 20 Within the car is the case or'gang switch 32 containing the emergency switeli and the, operating push buttons and signals. Mounted under the car, in addition to gov&inor switch I I 1, are three cam operated switches 25 which engage w@th their respective stationary cams In the hoistway. One engages with cam 60 as the car approaches the upper to@rminal landing, one engages with cam 76 as the car approaches the lower terminal landing, and one en.@ 30 gages with either upper- or lower cams 80 should the car pass -the level of its terminal landing., Mg. 9, In addition to showing a side view of the obstructions, cam operatecl switches I and cams, of Mg. 81 shows the relation of the retiring cam on 35 the car to the doorlocks and their associated contact 83 at the several landings, and the relation of these doors to their locks and contacts at the several landings. The flgnre assumes at each landing a hinged door normally closed by a 40 spking. A pxojection on the door closet Its associated door contacts 108 when the door is closed, and opens these conta@cts w.hen the door,is open. A cam operated member.pivots on a stationary support attached to the door frame. It@ roller 45 cam projects into the iioistway, in position, to b!e engaged by the retiring cam on the car w4en the retiring cam is in extend-ed position, but not otherwise. -@ In normal op@eration, the retiring cam Is extended when the car comes tD rest at a r,o landing and the car gate opens', but retires when the car gate closes preparatory to the starting of the car' and continues in 2@ retired position until the car again comes to rest at a landing and the .car gate opens. When the retiring cam is extended, it rotates the cam operated memb.er on Its axis, thereby opening its contacts 83 and moving a locking hook out of engagement with the projection on the londing door, and the landing door may; then be manually opened. The car gate c)o cannot start to close until door contacts 108 are ciosed. The . car cannot start unless, door lock contacts 83 are closed, and contacts 83 cannot close unless the landing door is locked. @ Hence, before the car can sta@rt, contacts 108 Insure that all landing doors are closed, contacts 83 insure that al I landing doidrs are locked, and gate contacts 84 insure that the car gate is closed. The upper part of Fig. 9 shows the cam In extended position, and the lower part @hows the 70 cam in retired po@ition. Mg. 10 shows the m6thlod of contacting for the operation of the circuit arranging device through the use of tapes in the hoistway, instead of through the use of obstructions secured to the 75 guides or hoistwoy structure. Two arransements are shown; one at the left with a stending tape and one at the right with a running tape. The latter Is assumed to be related to a car beyond that to which the former is related. Vvhen the standi ng tape is employed, it is secured to a vertically adjustable attachment at the top of the hoistw ay, and it is held taut by a weight or spring at the bottom of the hoistway. A dust shield ed and exterior light ray shielded uhit includin g guides for the tape, a source of light, a 10 ligl,.t sensitive or so-called photo-cell of the selfgener ating type is mounted 6n the car. Brushes are included in this unit to@ keep the tape clean. The tapo Is opaque and, at proper positions, openlngs or windows in the tape are provided. When 15 the movement of the car brings a window in position to permit rays from the source of light to imping e upon the photo-cell, a connected electromagn etic reliiy contacts to operate the circuitarran ging device in the same manner as it would 20 be operated by the contacting of contacts 127 in Mg. 5a. The source of light is energized only while the car is in motion. Wit h the running tape arrangernent, the source of light an(I photo-cell unit is mounted at the tGP 2.5 of the hoistway In such manner as to permit of vertic al adjustment. An endless opaque tape with windows is attached to the,car, is supported by a free-running sheave above the photo-cell unit and is held taut by a free-running weighted 30 or spring-tensioned sheave at the bottom of,,the holstw ay. The source of light is shown connected through back contacts 29 of the potential switch In Flig. 5a, which switch is closed only while the car Is in motion. The source of light in 35 the standing tape arrangement is similarly connecte d. , In either arrangement, with the windows spaced to correspond with the floor levels for which stoppi ng,provisions are made, a single vertical 40, adjust ment of photo-cell unit or of tape applying to one direction of car travel adjusts for all associated floors simultaneously. Likewise, a single vertic al adjustment of the Position of the switch which Includes contacts 127 in Mg. 8, adjusts for 45, all associated floors simultaneously. Mg. 11 shows a Plan view of the unit, indicating _the guides which insure the positioning of the tape with respect to the photo-cell and the source of light, and Fqg. Ila shows a side view of the 50 tape, guides and a window. It will be evident that more than one vertica-I line of windows and more than one photo-cell unit may be associated with each tape and that meeb anical obstructions on the tape, in cooperation with mechanical switch arms, may be substituted for the windows and photo-cell uriits. Mg. 12 shows a face view of a push button and ]Pig. 12a shows,a side view bf the push button, in section, in Its relations to sources of light and r3( contacts. 89 Is a translucent rod. 90 Js a translucent shouldered sleeve. 31 is a source of light which Illumines one or more sleeves 90 associated with re'spective buttons In a push button box. 52 is a source of light which, when energized, r,5 Illumines Its amociated push buttcn rod 89. The arrow light source of light, when energized, Illumines ItS associated arrow. Landing contacts' 34 are closed when the associated selfreturning push button Js manually pressed. 70 When an Intermediate button in the car is manually pressed, an associated cross bar closes both aii up and a down set of contacts 53 as shown in gang-switch 32 of Flg. 5. All sources of light are separated by opaque barriers or shields. 75
[4]Mg. 13 indicetes the general det,,il of the potential switch and associated elements at the top of Fig. 5a. Pz the pivoted armature is attracted by the energizing of the potential sv7itch coil, the power contacts close, back coiitacts 900 open, back contacts 29 close, time element contacts 105 immediately open and atime element is released which results in contacts 0 0 3 closing at the expiration of about two seconds. When the pivoted 10 armature is released by the de-energizing of the potential switch coil, tbe power contacts, and contacts 103 and 29 immediately open, contacts 100 immediately close and the other time element is released which reswts in contacts @ 09 closing at 15 the expiration of about eight seconds. The use of front and back contacts is well know-n in the art, and th6 method of employment of delay elements in connection with co-ntacts 903 and 905 provides a simple means of utilizing the potential 20 switch to provide the necessary mechanical movement but, other than that, forms no part of the invention and, further, is not claimed as a part of, the invention. Back contacts 68 oil the direction switches 25 close and open in similar manner to back c(ntacts 29 of the potential switch. In Fig. 14, insulated inetal strips are secured to an extension of the, solenoid plunger, aild conta,-ts 69 and 63 are open-circuited by the raising of 30 these strips immediately the time elem6nt coil is e-nergized. When the coil is deenergized, the return movement of the pitinger is d@.layed by a time elemen'b. The solenoid is showp- in energized position. Contacts 68 close at the expiration of 35 about eight seconds and contacts 60 close aboutl, one or two seco-nds later, unless the coil is reenergi ' zed as sgon as contacts C3 are closed, in which latter case the plunger; again rises befO27e circuit through contacts 69 is completed. Referring to Figs. I and 2, ay-i inswating cyl@4-0 inder 0 carties metal Plates 2, metal strips 8, metal contacts @, and insulated portions O. 'nle cylinder 9 is carried on a shaft 0, said shaft being journaled in bearings I 0- I 0 and having a rate-het 65 gear 6 secured to oile end thereo.'L. Blectrornagnets I and 8 provide a drive means for in'termittently actuating a ratchet mecl-ianism to rotate the cylinder step-by-step in one direct.ion or a7-iother. Said ratchet mechanism comprises plungers I @ wl-iieh have pawls 12 pivoted at their 50 lower ends and restraining hooks 98 co-operating therewith. Contacts @ 6, 9 5, and @ 6 mounted above the magnets 7 and 8 are opened and closed for P, purpose to be later described. When a7-i elevator ear is approaching a landing, one of the ele&,,ro55 magnets is momentarily energized, causing a plunger I I to rise and lift a pawl 92 to move the cylinder ofie step to a position carresponding with the landing approached, to first open contact 06 then to open contacts 15 and 96 as th@ plunge,- ' ' 63 completes its upward stroke. The restraining hooks 98 are aitapgied-so that each is fulerumed on its correspondint plunger and is actuated bY the opposite plunger to prevent the momentum of the revolving cylinder 06 from rotating past the desired contacting position. A detent pin 9 7, pressed by spring IO into detents 29 in the gear 0, holds the cylinder In its delivered Position, When the rnagnet is de-energized, gravity, assisted by spring 2,9, relea-ses the pawl 92 and hock 03 from engagernent v@ith _-ear -6, closes contacts @ 6 and i 5 and then I 8, and presses one pawl 12 outward agains', a spring 2,' , and downward on bevel plate 26. The upper limit of the plunger stroke is govemed by a stop in the magnet frame, c),nd the lovie.- lirnit by adjustable nuts 82. Tvo, rows of contact fingers 00 and 20 are p'@covided above and below the cylinder 0 and rest upon either electrical contact iDr insulated portioiis, depending upon the plosition of the cylihder. in Mg.,!, the dotted lines A-B and C-D reprp@se-ilt the line of contact of the contact ,-Ingers 99 and 20 at one position of the cylinder. The egntacting principles are simple, but theieffects are sure and far-reaching, and may be understood by reference to Mg. I and Mg. 4; the stationary fingers in the former being shown in proper alignment with the plane surface development of cylinder @ in the latter, and the electrical connections to the stationary fingers being shown in -i,ig. 5a. These fingers are consecutively connected with respect to the floor Positions and line..s AR and CD represent thecontacting lines of the stationary fingers with respect to the cyl-inder contacts wheri- the car is at rest at the second floor. The relations of these contacting lines when the car is at any other floor may be followed by reference to the floor indications at the margi-ns of Fig. 4. Thus, the transitions resulting from the jumaing of the cyli-tider may be readily followed. For X drum, intermediate finger ",@ is always resting on its drinp- contact strip: feed finger 37 is always resting on a drum coitact plate 2, and the two plates are permariently contlected togetber: the flo6r fingers may rest on a contact plate 2 or on an intermediate SPot 4; if a fi-oor iinger is on a contact plate 2 at any time, Gr is on an intermediate spot @ -7hile the car is in motion, it connects, its floor mq-gnet to negative line; if it,is on ax) interrqe.diate space 6 while the car is at rest,'its floor magn-et is not connected to negative line and hence cannot be energized. For Y drum, ,he up and down fingers 5IJ always rest on a drlun contai@t plate 2 exceut when the car is at a terminal, when one of the.--n rests on a dead space 0; these fingers 6@l conne-,t through their ng-rmal lirnit switches 30 and direction solenoid contacts 56 to their respective direction solenoid coils 57 and 50, and these solenoids determine the directioii of car travel. F I ach floor finger will be resting on a dead space 3 or a piate 2. "jvhen t]7ie car is at a landing, the finger or fingers corresponding with that landing are on a dead space. All fingers-either uD or down-corresponding wit@ floors above, are on a Plate leading to the up direction solenoid and all fingers corresponding with floors below are on P- Plate leading to the down direetion solenoid. For Z drum, the two sets. of contact spots 4 are respectively connected to their strips 8 and thence through their respective up and dow?i fingers 49 to the sto_Dping means which will be lgter explained. When the car is at an iriterinediate floor, the floor fmger for the next consecutive floor above It and below it is resting on a contact spot 6, and all other floor iingers are resting on insulation. Two one-way switches indicated at 127 In Mg 5a, one for up direction and one for down direc' tion, are mounted on the car and are mechanically actuated by certain obstnictions iA-i the hoistway, @uo iyrovide a means for eziergizing the jump magnets 7 and 3 ir@ -onjunction with the niovement o-@ the c-ar. Referr,,ng to -Illgs. 5 and 5a, for convenience in reference, three groups of cylinder contacts are show-n and are designated as X, Y, ' and z drurns. The contact fingers 'Which - rest on x drum are constru<,ted of split spring material and 7
[5]2,093,074 Are provided with staggered projections as shown in detail in Mg. 6, which insure against the finger breaking electrical contact with the plate 2 when crossing an insulated portion including an intermediate contact 4, due to the bridging effect of the @staggered portions. The contact plates 2 of X dnun are always negative. When normally open potential switch back contact 29 is closed, as it is when the car is in motion, every l( fingcr on X drum is negative. When the car is at rest, the fingers resting on the X drum intermediate contacts 4 axe not negative. The purposes of X drum and its associated stationary contacts are to preven't, the registraI r) tion of a call for a landing opposite which the car is at rest, to hold intervening calls which are to be refused while the car is iii motion in one direction, and to cancel served calls. Vvlhen the car is at rest at any landing, the stationary fin20 ger or fingers resting on X drum and associated with that landing, are resting on their corre-sponding interinediate spots 4. When the intermediate spots are connected to negative, the floor magnets whose firigers are resting on in25 termediate spots may be energized., but otherwise they cannot. These intermediate splo,@s are connected through finger 41 to potential switch back contacts 29 which are open when the potential switch is open, and hence the intermediate spots 30 are dead when the car is at rest, as the potential switch, in conjunction with a directior switch, closes to start the car and opens to stop the car. With a potential switch of the flapper type and a shaft secured to the movable armature', on which 3r) shaft is an insuletion strip and a negative live strip, in conjunction with stationary contact fingers corresponding with the several floor magnets, the same purpose coiild be served, but the use of the interrnediate spots on X &um avoids the 40, duplication of stationeiry contacts. The purposes of Y drum are to determine and hold the direction of car travel and to provide for the stopping of the car in response to calls for the direction of car travel opposite to that 45 which has been established;'i. e.: if the car is traveling up and the furthest call in advance of the car is a call registered by a down button, up and down stationary fingers 54 connect through their respective norrnal limit switches 55 and r)O the opposite direction solenoid contacts 56 to their' respective direction solenoid coils 57 and 58. T'here are four alternately connected contact plates 2 on Y drum, with dead spaces 5 between each pair of plates. With the car in niotion, and 5r) a short distance away from a landing which it is approaching, the dnnn Jumps to a position corresponding with that landing. This brings dead spaces 5 to the stationary fingers correspondirig with that landing, and this condition 60 obtains until the dnun again jumps as the car approaches an adjoining landing. These :ftngers connect to contact 43 of their corresponding floor magnets 35, but in reverse direction: i. e.; flnger 97 in the contacting line of up finger 54 connects 65 to contacts 43 of the down floor rnagnet '35, while the opposite ftnt flwr finger in the contacting line of down finger, 54 connects with contacts 43 of the up first flocyr inagnet 35. The reswt of this arrangement of drum pla@tes and 7( stationary fingers is that, as the energizing of any floor magnet 35 connects its Y drum finger through its contact@.,43, wire 40 and gate protector magnet contact 38 to the negative side of t-ansformer 30, that finger will ,continue this 75 connection of the negative line to 6ither up direetion solenoid 57 or down direction solenoid 58 unless, the flnger is on a dead spot 5 or the circuit is open at a normal limit switch contact 55 or a direction solenoid non-interference contact rposes in the at56; thus providing for the pu 6 tainm ent of the sure operation of the system as will be later detailed. The purpose of Z drum is to provide for the i stoppi ng of the ear. in response to calls for the establi shed direction of car travel and i-t operates 10 in conjunction with duplicating, secondary and delay magnets 82, 87, and 74 to secure the same accur acy as that obtained through the action of Y drum. The actual stopping of the car is accompli shed by disrupting the circuit to elevator 15 motor 123 at the contacts of the potential switch, but the opening of the energizing eircliit through the potential switch coil is accomphshed through I the combination of Y drum and one of the direction solenoids 57 or 58 or through the combina- 20 Ition of Z clram and duplicating magnet 82. As betwe en the two metho& of stopping, the relation of drum jumps both as to car position and ttine is a constant; the time action of the potential switch is a constant, and as the time action of 25 either of the direction solenoids and of the duplicating magnet is identical, this action is also a constant. Slow-down devices mgy be introduced with initiating and final stop movements, but I have avoided cumbering the description with 30 detail. The two stationary fingers 135 and the correction feed flnger 136 at the extreme left of the 'drum cylinder in Flg. 5a co-operate with strip 3 at the extreme left of Mg. 4. Their purpose is '15 to correct th6 position of the cylinder with re-' spect to the position of the car in the hoistway, as wiU be later explained. In conjunction with the the floor magnets and other electro-magnets except the elevator motor 40 drive circuit magnets, a contracting arrangement on the order of telephone contacting is employed In which the energized str6ke of the plunger opens all normally closed contacts and cloies a',l normary open contacts as shown in relation with 45 its individue6l magnet or plunger. Flgs. 5--5a show the connections for a six floor and b@sem@nt apartment house elevator. Beginriing with the upper lefthand corner normally closed inspector's switch 27 is - at the controller r)O and is manually opened only when an inspector wishes to operate the elevator from the car without interference from the push buttons at the lilndings. L represents push buttons at the landings. Landing door contacts 108 represent a 55 series of contacts--one set at each floor-the series circuit being open when any landing door is open and closed when all landing doors are closed. The landing doors are opened manually and closed by a spilng. The landing door lock 60 contacts 83 represent a series of contacts---one set at each floor-the series eircuil.- being open when any landing door is unlocked and closed when all landing doors are locked. Each landing (loor is automatically unlocked as the car 65 comes to rest at Its landing and is automatically locked before the car leaves the landing. 32 represents the case or gang switch containing the control buttons and other control elements and the signal elements in the car. Manually oper- 70 ated emergency s*itch 112, permits of stopping the car or of preventing its operation. If it is opened while the car is in motion, the car immediatel y stops, but the opening of emergency gwitch 112 does not eincel any calls wwph may 75
[6]have been registeied. %"en emergency switch 992 is again elased, the cer starts and serves regis,tered The ala-rm button is merely Pbutton connected to a bell 7iithin hearing of the superintendent of the building, to indicate that his presence is desired. A series of contacts 03 .represents the contacts of push buttons corresponding with the several:doors. These contacts 1073@ are connected with their corres_uonding con)o tacts -3@ at the landings. If the cax button pressed corresponds with an intermediate, floo,@-,, both the up and the down button contacts for that foor close simultaneously. Corresnonding vpth each push button L,@ a lamp 67, and as each button 1,5 has a translucent center, the energizi.ng of its corresponding larnp illumines the button, making it visually responsive. 0 0 @ represent up ar-d. down arrows which, when illumined by their respective lamps, indicate the direction in which 20 the car is traveling or is set to travel. Gate switch 06 is on the car and its contacts are closed just as the closure of the car gate is effected, and are opened just as the ca;,- gate stgrts to open.- The car cannot start while contacts 66 25 are open, and if the car is in motion it will immedi@,tely stop if contacts 06 are opened. The car gate is opened and closed by an automatic device on the car. Flnal limi-t 9 @ 8 is mounted on the car and its normally closed contacts are 3( opened by the flnal limit striking a cam mounted in the hoistway just beyond the normal limits of car travel. The openi-ng of this final limit will immediately stop the car and it cannot again be started until it has been manually moved a 35 suffleient distance to bring tl-ie final limit out of contact with the hoistway cam which has caused .it to open. Low voltage transformer 66 supplies current for the car responsive lamps 67 only. Its use is a convenienee to permit of employing 40 long life miniature lamps. '.rransformer 30 supplies current for all magnet energizing circuits. These latter are customarily operated on somewhat lower voltage than the line voltage, and the use of a separate transformer isolates the conirol 45 circuits from the power supply circuits, which latter axe usually grounded on one leg. Pho--se reversal switch 25 is provided to prevent operation should one phase of the povter circuit be reversed, as the elevator motor 123 and the ggte 50 motor 022 would then operate in the wrong direction. The potential switch closes and opens the pov,7er circuit to the elevator motor 9 2 S. The P-ceelerating switch short circuits startihg resistance. The up 4irection switch and the down 55 direction switch determine the relation in which the legs of the power circuit shall be connected to the elevator motor 920,, and hence its direction of rotation when energized. The potential switch and oxie direction switch close and open to start 60 and stop the elevator motor 9 28. Norznally closed thermal overload'soitch 26 opens if continued excessive current passes to the multi-phase eleve,tor motor 028-usually as the result of the blowing of a fuse, which would leave only oiie 65 phase connected t6 the elevator motor 923. The magnetically operated friction brake on the elevator motor shaft is energized and relep-sed when the potential svdtch Is closed, and de-energized and api)lied when the potentw switch is opened. 70 Potential switch back contacts 20 are open viher, potential switch is open, and back contacts 000 are closed when'the potential switch Is open, and vice versa. The potential switch is represented as being of the rlapper typ-e with extended Prms 75 on the movable armature v,,hich operete time ele-When ments @"Pi and respectiveiy. , the potential switch closes time element co-nt-rcts 605 simwtaneausly open. When the pDtenti'-ZR sviifxh o@u,-ns, a 2-,ime el,@@@ment delays t]@e closing of contacts g-,,15 until @he expiration of about eight see- @g onds. T'Ws prevents the re-starting of the elevator until that ,ime has expired. 'I.,@-hen the potent@'-al s,;vitch closes, another time element Is permitted to stat-t to ckuerate, but Its associated contacts 908 cla not close until the'expitation of about seconds, when an energizing circuit Is thus cornpleted to the.accelerating swltch coil to short L-ircuit the starting resistance in the power circuit to elevator@ixiotor @23. Contp-ets 908 open sirnultaneously with the opening of the 15 potentip I swileh. The gate motor protector ir 2 0 is a solenoid which operates a-_-ainst a dash-zot to open r@ormally closed r-ontacts 38 after the e,,Epiration orf a predertermined time period. If thi,% time i-s not ez,@,eeded, contacts 8@ are not affected. 20 One of the objects of tl-ae gate motor protector is to prevent burni@ng out of torque tyi@e gp-te motor 922 in thr-, event of thc- gate meeting viith an obstructior- while closing and thereby keeping currerit o@,i the motor for an excessive period, hovt- 25 ever, the opening of contacts 38 also cancels all registered calls. Gate motor 022 Is attached to a mechanisn,,- which Is mounted on the car and. which closes and opens the car gate, and which moves a retiring cam on the car which co-oper- 30 ates with the loeLF at each landing door and its assceiated landing door lock contacts Go', as the car comes to rest at a corresponding landing and the car gate starts to open, and also as the car gate closes preparatory to the car starting to 35 serve another landing. This mechanism a so operetes close limit 9 06 and 6pen limit I 0 0 mounted on the mechanism. Up and down contacts 0 27 of switch on car 025, mounted on the car, are actuated by lightweight members which mecheni- 40 cally contact vjith stationary obstructions in the hoistway, to operate up a.,nd down@jump magnets 9 2 0 at tiie controller, which, in turn, provide step-by-step rotary motion of the X, Y, and Z drum cylinder. Variable binding posts 037 indi- 45 cate the position in the cirettit at which a later described load compensator or similar purpose device Is connected, when employed. Electrical connections to the car are by means of the customary flexible cable. The movement of arm To 50 of the parking switch, which switch may be located'at any convenient position, provides for the return of the car to any floor, after all other cplls are served, or of eliminating any parking act-@on, and itsconnection through time element contacts 55 60 prelients unnecessary. stopping of the car at the parking floor In transit, as the car in transit to another floor will stop at the parking floor only if a bulton corresponding with the parking floor has been pressed. As the reswt of the.connection 60 of the time element solenoid coil to direction solenoid contacts, normally closed time element contacts 63 are immediately opened on the energization of up clirection solenoid 07 or down direction solenoid 50, and reniain open until about 85 eight seconds after the direction solenoid has been de-energized, thus providing for a time interval between reversals or before re-energizatioit@ of a, dire-,tion solenoid can occur. Time eler@ient contact 60 closes after contact 60 closes, but af a 70 registered call is in evidence r-t the time thpt contact 03 closes, the time element coil is re-energized befofe contact 00 has an opportunity to close. Du.-,ilica@-lin,@,, secondary and deln@y nkagnets, respectively 02,,57, and Ta, co-onerate vi@7ks @@ drm 75
[7]2,093,074 7 to stop the car in response to calls for the established directiorl of 6ar travel. -Up direction solenoid 57 and down dir@ction solenoid 58 cooperate with Y drum to detennine and hold the direction of car travel and to stop the car in respoziie to calls for the direction of car travel -jpposite to that which has been established. Up and down responsive magnets provide for the proper connections to the responsive lamps 47 10 wliieh idumine the push buttons in the car. Close gate magnet 102 and open gate magnet If 5 provide for the closing and opening of the car gate. With the car at rest at a landing, the car gate is open and the landing door is unlocked. If the .15,latter is opened, the car cannot start until it is closed. On iregistration of a call for another landing, the car gate automatically closes, the landing door Is automatically locked and the car staits. On serving a landing, the car stops, the 20 car gate is automatically opened, the landing door Is automatically unlocked, and the car cannot again start until the expiration of a predeterrnined time period. If calls for other floors have also been registered and no one enters or 25 leaves the car at the s@@ed landing, at the expiration of the time period the car gate automatically closes, the landing door is automatically locked and the car proceeds to respond to another registered call. 30 Up and down panel magnets 124 act as iniermediate elements between switch on car 125 and jump niagnets 126. In soine cases, the jumping of the latter has been effected diroctly from the contacting of the former, but the panel magnets 35 were introduced as they are quick acting relays. with self -holding contacts, which Insure the complete movement of the drum cylinder in response to a very brief contacting at switeb-on-car 125. @Jp and down normal limit switches 55 stop the 40 car at terminals independent of the cylinder drums' but permit the car to leave the terminal in the opposite direction. Up and down correction switches 134 co-operate with correction fingers 135 at the drum cylinder to c6rrect, if neces45 sary, the position of the drum cylinder .1 with respect to the position of the car in its hoistway. -The contacts of each normal limit switch and corresponding correction switch are mounted on the same arm of a lever mounted on the car,, 50 which lever engages with a stationary cam in the hoistway when the car reaches a terminal.. V,rhen the normal limit contacts 55 open, the correction switch contacts 134 clpse. 'Me X, Y, and Z drum cylinder is rotated in a step-by-step 55 movement by Jump magnets 126. Up and dowri floor magnets 35 are energized by the pressure of their corr6sponding push button,, and, in cooperation with their associated contacts anC,. the dnim cylinder, supply the medium through which 60 the system is operated. In norma, operatic-@-., the pressure of any push button at any time, except when the car is at rest at the corresponding landing, results in the corresponding floor rnagnet being energizbd and a call being registered, 65 which registration will be maintained until tne call is served. It wiU be observed that for a total of nineteen selective, control stations-two direetional stations at each intermediate landing and single directional station at each terrninal Iand70 ing, and seven stations in the car-but t-vrelve floor magnets are required.. One transforme-r 30 furnishes current for the control eircui+l@,3. Its positive connection first passes throug-h c,)ntact 25 of a phase reversal protecting switch wh?@ch 75 functions on thewell known motor principle. @'3aid contact 25 Is normally closed with current on the main line and phases in the praper relation. With line current off or any phase reversed, the contact,25 opens. The circuit then passes to normally closed contact 26 of the therinal overload switch, which is als6 well known. Continued excess current in the elevator motor, usually from overload, or fallure of one phase, causes a heat reaction which results in opening of the contact 26. 10 Poll6wing this circuit to normally closed inspector's switch 27, we flnd that manual opening of 27 prevents operation from the landings indicated at L, while still I)ermitting operation from the car or controller. Wire 29 supplies all posi- 15 tive conriection to push button boxes at landings. 'I'ypical iiitermediate and terminal landing connections are shown on the fir@t floor and basement landings. The push buttons are of the responsive type described in my Patent '-,823,319, 20 which are both visually responsive w]7,en pressed and are continuously visible under all conditions, even in darkness. A lamp 3 1, constantly energized below no,-Mal candle power, provides visibility for the pu-sh button which is only notice- 25 able ir- the dark, and not in the presence of ordinary hall-way illurm@nation. In some bwldings, the halls,are very poorly lighted or the burning out of an electric globe leaves tiie ball in darl7,- ness, and the above provisioli permits of readily 30 locating the elevator push buttons. The central part of the push button becornes brightly illumined when lamp 33 is energized, which eircui@t, will be later described. Referring to Flg.. 5 and Mg. 5a, T will now 35 'trace the push button cireiiits from the first floor landing whose connections are typica-I of all intermediate landings. With inspector's s-Alitch 2'.y in normally closed position, on pressu-re of the up button, circuit would pass from wire 28 40 through upper contacts 34, up first. floor magnet coil 35 to X druin finger 36. As previously pointed out, If at this time finger 36 rests on its intermediate sp,6t 4 of Fig. 4, and the car is at rest, it is at rest at the first flo-or and the circuit 45 cannot be completed to negative line, as the intermediate spot connects through its contact strip with intermediate finger 4 i to back contacts 29 of the potential switdh, which contacts are open when the car is at rest. Had the car beezi at 50 rest at any other landing, finger 36 would have been resting on plate7 2, which is connected through feed finger 37 and gate, motor protector contacts 38 to the negative side of transformer 30. Had the car been in motion, pol@-ential switch 55 back contacts 29 wo-ald have beer, closed, and there wotild have been a co@-nnection to negativeline through any floor -finger on X drum. On pressure of the down buttoli a"u- the first floor landing, eir'cwt would pass from wire 28, 60 through lower contacts 34, down firs'@- fi-oor nagnet 35 to the first fl(>or X drum finge,,, opposite finger 36. From here ' the eirewt conditions To negative line would be the same as just descri ea' in relation to X drum flnger 36. 65 At the terminal landings there isbut one button; that at the sixth floor corresponding with sixth floor up floor magnet 35, and that at the basement corresponding with basement floor down floor magnet 36. 70 Frotn the above, it will be seen that in normal operation, wly floor magnet will be eiergized by the pressure of its corresponding landing button, except when the car is at rest at that ianding, an(3,, If the car Is in motion and r-omes to res@' at any 75
[8]landing, the floor inagnet or ra@@gne@s ',b'3 corresponding with that landing would be de-energized. With inspector's switch 27 o_uen, no '@loor magnet can be energized from any landing, and if any floor magnet is energized snd insp,-,ct(>r's sviitch 27 t@2en opened, said floor magnet 05 wouid be immedl:ately de-energized unless its corresponding push button in @'he car is manuvlly held In 10 closed position. I will now trace the circuits of the operative push buttons in the car. V@hen inspector's switch 27 is in its normally closed position, wire 20@ is connected to every poir of piish blitton contacts 15 53 in the car. The other side of each pair of contacts 33 is connected to its correspo-nding floor magnet as in the case of the I.,,)nding push buttons. The pressure of any intermediate button in the car siraultaneously closes the two pairs of ,20 associated contacts 33 and hence connects tc, both the up and the down floor raagnets col-responding with the button,pressed, with results which would coincide with the simwtaneous pressure of both the up and down buttons at the 25 firstiloor landing, as previously described. Corresponding with the terminal floors, only one pair of contacts: 58 is affected by the pr4@ssure of 9, terrninal floor button in the car. With Inspector's switch 27 open, the positive side of trens30 former 30 is still connected throuqh phase reversal switch 25 and thermal overload sv@itch 26 and wire 66 to push button contacts 3, 8 in the car, and the car can therefore be op--rilted by pressure of the car buttons without Interference 35 from the landings, but continued manual pressure must be maintained. The methods of energizing and de-energizing the floor magnets have been described, and we now come to the results oi these actions. Associ40 ated with each floor magnet 85 are four pairs of normally open contacts, 42, 68, @6, and @o. When any floor magnet 35 is energized, its four pairs of associated contacts are closed. Referring to those associated with the first fioor up 45 and down floor magnets 35, whose connections are typical of those of the contacts of all intermediate floor magnets, we find that the closing of contacts 92 of, the first floor down magnet 36 connects the negative side, of 'b-e coil o'k that 50 magnet to first fioor finger 66 of I Z drum, and that of the first floor up magnet 35 connects the negative side of the coil of that magnet to the first ficor finger on the opposite side of Z drum, and that these two fingers are out of vertical 55 alignment to the extent of two spaces. The closing of contacts 63 of the down magnet, connects a wire which is common to o@ll fioor magnet contacts 43 @to first floor finger 07 o2 Y drum P-nd of the up floor magnet to the opposite :Erst floor 60 finger of Y drum. The aforesaid common -,,ire is connected through wire 60 and gate motor protector magnet contact 88 to the negat.@ve side of, transformer 30. The closing of contrets 66 associated with the down floor magiiet cbnnects 65 a wire which is common to all floor magnet contacts 46 to corresponding contacts 60 of the dovm responsive magnet 3@, and of those associated with the up floor magnet to corresponding contact 68 of up re@ponsive magnet ',,@ @. This P-fore70 said cor@imon wire is connected to the negative side of low voltage transformer 66. The closing of contacts 05 associated with first floor down magi,iet 85 connects the positive si-de of t@ic- coil of that magnet through the corresponcling down 75 ffi-st floor landing button illumininz la@mp 52, to viire 20, and the closing of con'bacts 49 associatecl with the up floor magnet 35 connects the positive side of that coil through the corresponding up lamp 32 of the first 'Lloor landing button, to-wire 20. The connections from the contacts associ- 5 ated with the terminal -floor magnets differ only in ihat the closing of contacts ac connects the common vare directly to the correspdnding p@ash b,,itton illuniining lamp 67 in the car, and thence to the positive side of low voltage transformer ]0 60, as A-nay be traced by reference to the contacts associated ,vith down basement floor magnet 35. Thus, contacts L@32 urovide for relating an energized floor riagnet to Z drum, contacts @3, for relaling to Y drum, 66 for relating to the 15 ill-tlmining lamps-which I have termed responsive lainps-in the car, and contacts 65 for pi-oviding a holding circuit for the associated 'Lloor magnet coil after pressure on the push button has been removed, and at the same time illumin- 20 ing. and causing to be visually responsive, the landing button whose manual actuation caused the corresponding floor magnet to become energized. Simultaneously with the illumining of the hall button, the corresponding push button in 25 gang switch SL@ in the car is illumined by its lamp 6T, provided the landing button pressed was at a terminal or was for the, direction in which the car vias traveling or was set to travel. If it was for the opposite direction and corresponded with 30 an interm6-diate floor, its illumining would be delayed, as w-iU be hereafter explained. The presstire of a terminal push button in the car would result In the illuniining both of itself and the corresponding landing button. The pressure of 35 an intermediate push - button in the car would 'result in the illlunining of itself and both the up and the down buttons at the corresponding landing. All corresponding push buttons are darkened when a cn,.Il is served. 40 Directional flngers 54 on drum Y connect through corresponding normal limit switches 55 and direction solenoid criss-cross contact 56 to the negative sides of their. respective direction solenoid coils U? and 58; whose positive sides, when de- 45 energized, are connected through rontact 6 I or resistance 02, time element contact 03, wire 66, contact thermal overload switch 26 and contact phasereversalswitch25topositive.- 'vviththesystem normal, the registering of an initial call from 50 any push blit',ton, which invol ' ,,es the energizing of a floor rqagnet 85, will cause direction solenoid 57 or 60 to become energized, and determine the direction in which the car will travel. Once ener-Jzed, corresponding self-holding contact 65 will .55 co.-iinect to positive through wire 69, irrespective of time element contact 63, and the solenoid wiU remain energized until its circuit is interrupted st its normal limi-16 switch 55 or at Y drum. Examination of Mg. 4 will make cleax 60 that with the car at rest at any landing, an Initial call resulting from the pres.@-ing of either an up or a down button corresponding with any oiher landing, will cause that direction solenoid to be energized whose action is necessary to de- 65 terrnine the direction in which the car shall travel to serve the calling floor. Once energized, the op@-nind of Its criss-cross contact' 56 eliminates the opposite direction solenoid from considerationu-n-tilde-energizationoccurs. Furtherexam- 70 !nation of Mp.@. 4 in conjunction with Fig. 5-5a v,7111 make clear that reversal cannot take place until the furthest call-for either up or downi2i the established direction has been served; that any intervening caus for the direction opposite 75
[9]2,008,074 9 to that which has, been established will be. disregarded and that the stop to serve the iurthest caR, if for the direction opposite to that wwch has been established, will 'result from the de.5 energization of the direction solenoid. The explanation is that with the car opposite any landing, all Y drum contact flngers corresponding with any landing above that position will be resting on a drum contact plate connected to the 10 up direction solenoid; and those below, will be rer,ting on a Y drum contact plate connected to the down direction solenoid; and that, in the absence of other means - for stopping, the car will continue its tmvel until the periodic jumping of I the drum'has bi,6ught the drum out of electrical contact with the furthest live contact finger or fingers. Stops for the established direction of travel are determined by Z drum. When Z drum is in a 20 position corresponding with a terminal lan,dlng, a Z 6rum finger 66 correspondingwith the.next landing is resting on its @ dnun contact and, when Z drum is in a position corresponding with any intermediate landing, a Z drum finger 25 66 rorresponding with each of the next landings above and below the car position Is resting on its respective Z drum contact. In either case, all Gther Z drum fingers 66 are resting on the insulated part of Z drum. With,a call registered '@10 for the established direction of car travel and the car started or in continued moti6n toward the calling floor, a circuit will be established from the negative side of the'energized floor magnet, through corresponding contact 42 and -5 its Z drum finger 66 and directional contact finger 49, corresponding wire 67 or .50, di rection switch back contact $8, wire 7 1 "panel magnet contacts 72, wire 73, delay niagnet coil 74, wire 64, thermal overload swftch contacts 26 and phase reversal 40 switch contacts 25 to positive. Thereupon, delay magnet 74 will be energized one floor in advance. Current will then flow from negative through wire 75, Jump mitgnet contacts 16, delay magnet contact 77, secondary m4gnet contact 78, 45 jump magnet contacts, 15 and duplicating coff 82 and wire 64 and thernial overload switch and phase reversal switch contacts 26 and 25 to positive. Current wiU then flow'from negative, through wire 75, landing door contacts 83, car 50 gate switch 84 which is closed when car is in motion, delay magnet contact 85, duplicating magnet contact 86, secondary magnet coil 87 and wire 64 to positive. Contacts 88 a&sociiited with each of the three 55 magnets jugt mentioned fire In the circuit'which energizes the potential switch and direction switches controuing the current to the elevotor operating motor. As just described, contact 88 at the delay magnet was first opened, then contact 60 88 at duplicating magnet 82 was closed, and then contact 88 at secondary magnet was opened. The continuity of the circuit whicli is en@rgizing the potential switch and one of the direction switches now depends upon cgntact 88 at the 65 duplicating magnet. Just before the car reaches the landing at which a call for the established direction oi car travel is registered, the arum jumps, one of the jump magnet conto,6ts . 16 is momentarily opened, duplicatin'g mo*net 82 is 7o de-energized and its contact 88 is openld, interrupting the above mentioned energizing circuit and br,inging the car tG rest at the calling landing. Contacts 91 are self-holding contacts of their respective delay,- duplicating and secondary mag75 neta. DEechaniW Interference 02 preveuts the delay magnet from dropping until after the secondary magnet $7 has dropped, which latter does not drop until gate switch 84 opens as a result of the omning of the car gate. An example will illustrate that there can be 5 no confusion in the stopping In response to calls for the established direction of car travel and calls for the direction opposite to the established direction of car travel. Assume the car to be tit rest at the second floor, with no calls regis- 10 tered. Z drum fingers 66 corresponding with the first and third floors are on their respective Z drum contact spots. Now assume that a down call is registered at the flrst floor. When the down direction switch closes to start the car 15 toward the first floor, its back contact 66 closes and the three ffiagnets operate as described in the previous paragraph. As Z drum jumps on the approach of the car to the first floor, the car comes to rest at that floor. The contacting of 20 the twrd floor finger 66 witii its Z drum contact spot had no effect, as the back contact 68 of the up direction switch remained open. If the call had been registered at the basement instead of at the first floor, the car would have continued 25 to the basement and the contacting of Z dnim first floor finger 66 would have had no effect, as first floor magnet contacts 42 would have been open. The stopping action at the basement would have beon brought about by the contacting 30 of the basement Z drum finger 66 with its Z drum contact spot 4 as the drum jumped on approaching the first floor. Had the call been registered at the third floor instead of at the flrst floor or basement, the car would have traveled to 35 the third floor. Now let us returzi to the originta condition Gf the car being at rest at the second floor with no calls registered, and let us register a call from the up button instead of from the at t e first floor. Pbr the car to re- 40 spond, it must again be the down direction switch that closes even though an up button wa@ pressed, and Its corresponding back contact 68 closes. However,@ the coiitacting of Z drum first ftoorfinger 66 with its Z drum contact spot would now 45 have no effect,, as the first floor down floor magnet 35 is not energized and its associated contacts 42 are open. We must look elsewhere for provision to stop the car at the flrst floor: namely, to Y drum. The-first floor up floor magnet 35 was 50 energized by, the pressure of the first floor up button, but the ' Pogition of Y drum at that time brought the plate 2 connected to down direction solenold 58 In contact with the flrst floor Y drum contact finger connected to first floor up floor 55 magnet contacts 43, and It was the closing of these contacts 43 when the floor magnet was energized, that caused the elevator to start and continue to run. As the car approaches the first floor, the drum Jumps, and bripgs a dead space 60 I under the ib-st floor finger, wl-Ach de-enerti@es the direction solenoid and stops the car. It -will be remembered that the floor magnet is not deenergized until potential switch back contact 29 opens as the car is brought to rest. Had the rar 65 been a;t the L third floor when the up flrst floor button was prested, the car would not have st6pped at the second floor, as the first floor Arijer would have still been on plate 2 of Y drum after the druni had jumped as. the car approached the 70 second floor. Hadthe car been at the sixth L floor when the first floor up button was pressed, and Immediately thereafter, the flfth,-fourth, third and second up, floor buttons had been pressed, the - cu would not have stopped until it reached the 75
[10]2,098,674 first floor, even though the intervening jumps of the drum would have successively brought first a dead spot 5 and then the Y Orum plate 2 leading toward the opposite dirmtion solenoid to the, Y drum fingers of the four intervening floors, for the intervening dead spaces would have had -no effect a@ just explained, and the opposite direction plates 2 would have had no effect, as the opened contacts 56 of the energized down diree10 tion solenoid 58 woidd have prevent@d'the energizing of up direction solenoid 57. Had there been doon calls registered at axiy of these four intervening floors, they would have been served through the action of Z diuni anci its associated 15 magnets, but, the dgwn direction solenoid would not'have been de-energiz6d in serving them, and such inte,-vening calls would have been caiieelled, as served. through the liositioning of X drum and the opening of liotential switch back contacts 29 20 as the potential switch opened to bring the car to rest. Had both an up and down - call been registered at any of these intervening floors t-h-e floor would have been serveci through t.he a@tio@ of Z@drum and its associated m4gnets, but,the, 25 down direction solenoid would not ha,@e been deenergized in serving it, and both the up and down calls for that lancung would have beefi 'canceued, through the position of X drum and the opening of the - potc@nttal switch back contact 29 as the 30 potential switch opened to bring the car -to ii?@i. It, wM thus W seen that the initial c$tll establishes the diiection of car tmvel, whether fr6m a landing or from the car, and that that direction will be toward the calliiig floor; that all calls foi 35 the established direction of car tra@el @wiU be served on the first Opproach of the car; that the furthest call for either direction in the esi;ablished-direction of;travel will be served before reversal oc dicurs; that intervening caus for the 40 rection of car tmvel opposite to that *hich hE&s been established wiii be refused on the'first approach of thL, car; t\hat all registered calls will be held until served; that a call may be registered at any time, either froin 4- l,anding or from the 4r3 car, except when the car is at rest at the: landing for which a button is pressed; that- , Qn the reglitering of any, caU from any landing, the piish @button pr@ssed becomes responsively illijmined and glows, and continues to glow until the eall is 50 sei!ied; that the corresponding -push button in the car also immediately glows provided the call is. for a terminal landing or for theestablis-hed directioii of travel and that, if f6r the opposite direction and correspdnding with an intermediate r .)5 floor, the resp6nsive glgw of the car button is delayed,until reversal of direction takes place; that t4p; pressure of any car button for a ftook other. than thai at wwch the car. may be at rest, responsively illilmines the correspgnding, Ian ding 60 button, oir both corresporiding landing buttons if for an intermediate floor, and ls'itself iminediately ]llumined. if for 0 termirial landing or for the established direction of car travel, and'its jilumining is delayed until reversal takes place 65 ff for the opposite dixection of travel; that all registered'eaus are held until served, that an corresponding buttons are darkened when a call is served; and that no confusion nor false stops can'oecur, irr6spectiVe of the number of @ caus ,70 registered, the pequence -in *hich, they are registered, the rapidity'witti@which they are ' rigistere@d, or from the siniultaneous pressure of buttons at different landings or at lan&niis-. and in the car., - Ym automatic operation, exwtne,ss -in timing 75. and the positioning of patta is of the utmost lmportance. The dropping of a directi on solenoid accomplishes stops opposite to the established directign of travel, and the dropping of the duplicating magnet accomplishes stops for the established direction of travel. The de-energizing of 5 either is acconiplis.hed by the exact functioning of the circuit arranging device whose action is in 1: 1 relation with the motion of the car, and is independent of such occurrence as stretch of ropes or suppage. Compactness and uniformity 10 of operation result from the principle and construction of the controlling- mechanism. and, in practice', the periphery of the drum moves onequakter of o'ne in6h for each stgp, irrespective of whether the distance between succeeding stops is 15 a few feet or many times that distance, and advantage is taken of a circumferential surface as compared with the same lineal path on a plane surface. It -will be understood that with strueture to correspond, the stel) movement Is nGt 20 necessariiy Iiinited to one quarter of an inch, nor the cylinder to any specific dimensions. When either panel magnet 124 is energized by the momentary electrical contacting of its corresponding switch on car 127, through the mechani- 25 cal contacting with an obstruction in the hoistway as shown in Flg. 8, its corresponding jump magnet is energized.; The energizing circuits may be traced from negative through switch on 30 car contaot 127, corresponding panel magnet 124, wire 64, thermal overload switch contacts 26,and phase reversal switch contacts 25 to positive. Panel magnet contacts 128 and 131 are then closed, and current passes from positive through 35 contact 128, jump magnet 126, contact,isi and resistance 132 to negative. Owing to the difference In the action. between altemating current magnets and direct current magnets, resistance 132 Is ot re ired when direct current magnets n qu 40 are employed. The value of resistance 132 lies in its automatic ed-operation with the action of the energized jump magnet. With the jump magnet plunger in normal positiozi, the electrical impedance of.the magnet coil Is comparatively low and hence, ip the absence Gf any i nterference, 45 a considerable value of energizing ctiitent would flow; but the electrical c . impedan e of the coil inereas@s .@s the plungei rises. It is desirable -that the upward, movement of pawl 12 in Fig. 2 should not . be too rapid prior to its leaving@the 50 surface of bevel plate 24 and engaging with a tooth of gear 6, and -that as the moinentum effect of the upward moving mass is absorbed in overedming the inertia of the cylinder I after such engagement, @he pull of the Jump magnet shau 55 Increase to ro.tate the cylinder to the completion of itg step movement. It wfll be evid6nt that with ihd introduction of re,sistance 132 in "series with thi@ coff circuit, th e voltage across the resist. ance terminals Is greatest, and the voltage across 60 the c . off termlnals is least, when the maximum current is flowiiig In their sexles circuit, and that the voltage across the coil terminals Increases as the plunger's rise reduces'the impedance of the coil. Panel magnet contact 133 establisiies a 65 self-holding circuit through Jump magnet contacts I S. This Insures the fuU stroke of the ijump m agnik, even though'switch on car contacts 127 operi before the itroke i@ completed. , A quick 70. acting 'panel magnet or relay thus becomes the only requisite for Practical aPPlication of the principle, irrespective of the mass or friction.iiivolved -in the circuit arranging device. Pbr so low a speed as 100 feqt per minute,,the tiine required for the 6levator car to travel @5 one inch Is
[11]2,093,074 approximately only 1/20th of one second, and corresponding direction switch, 94 connects the elevators are now operated'as high as 1400 feet per minute. Flor low speeos and a smah number of stops I employ astrip of light clock spring as the act@ating lever on the car.for closing the switch on ciar coiitacts and for Mgh speeds or a large number of stops I employ a source of light and a photo-cell in conjimction with an opaque tape. Properly 16ca'ted perforations iii this tape 10 or light barrier permit the light to pass through these perfomtions or windows,, and there is no appr6ciable,time lag in the functioning of the photo-cell. The vertical length of the windows is made as long as reqwre@d for the operation of 15 a relay functioned by the photo-cell, but the timlag of the inftial passage of the light beam is exact. The close pioximity.of the source of lig4t and the photo-cell, and the protection,from dust or fUm made possible3by this coristruction, insure 20 the e:Mcierit and continued uniform functioning of this device, where other,attemlits at photo,! cell operation have prqved unsatisfactory. When I employ a vertically adjustable suspended standing tape, I locate the @ource 6f lliht and 25 photo-cell on the car. When I " emoloy a running tape, kept taut by an Idler at the bgttom.of the hoistway, T conteniently locate ' the - Vertically adjustable source of light and photo-ceb -unit at the top bf the hoistway. In either case, a single 30 adjustment adjusts for all landings, and t'he"positioning of the confroller Is in no wise affected. The comoete Independence between . hc;iitway position and, controller or selector posiiion Is of great import*nce. Iiisofar as the other featxires 35,of my system are concemed,.the dir'ect pr indirect operative influencing of panel magnet 124 by Induction, unbalancing 6f magne!tic or electrical paths or other means may be employed, but for simplicity or speed I prefer the two methods, 40, described. When either panel niagnet 124 is energized, Its four pairs of a&sociated contacts operate In siquence from the bottom up, and when ft is deenergized, open in - sequence from 45 the top down. Immediately after the 'self-holdIng contacts 133 'are closed, the self-holdin@ circuit to negative is completed.-through wire 75, either through contacts 127 on the car or through jump magnet tontacts 16 on the controller. If contacts 127 6pen before the drum has completed 50 Its , stroke, cont$Lcts 16 assure that the stroke will ,be completed, as the opening of coxitacts IS S mechanicalay dependent upon such completioii. If contacis 16 open before contacts 127 open, the Jump magnet 126 remains in raised position 55 until-contacts 127 ' open, but the exact timing of the stop is in no wise affected, as jump msgnet contactg I 5 open Lsimultaneously with contacts I 6, and the circuit through duplicating magnet cbil 82 is thereby opened. As has been explained,n 60 secondary magnet 87 does not drop until the potential switch has opened and car gate SWitCh 84 opens, and delay magnet 74 cannot drop, until secondary inagnet 87 has dropped, so duplicating magnet contacts, 88 are oi)46iied and their car 65 stopping effect completed before contacts 88 of the secondary and delay inagnets are closed by the dropping of ihe t*o latter niagnets. Therefore, there can be no interference with uniform stopping or with proper functioning, Irrespective 70 of the speed--of atiy magnets con.cemed. Of t@e bontacts actuated by the direction solenoids, 56 Is the crlss-cross to the opposite sole. noid, 65 is the self-holding contact, 93- establishes the relation between the potential switch and the circuit through the several safety devices to the established combination, 95 connects the arrow hghts in the car and at the landings, and 96 energizes the coil of the time eleme,nt which actuates contacts 63 and 69. In response to the initial registration of a caU, the corresponding floor magnet 35 closes a circuit from negative through contact 38 of gate motor protector, wire 96, floor magnet contact 43, cor- 10 responding Y drum finger 97, corresponding directional finger 54, ziormal limit switch 55, opposite direction solenoid contact 56, direction solenoid coil'57, c6ntact 61 or resistance 62, time element contact i3, wire 64 and thernial overload 15 switch contacts and phase reversal switch contacts 25 to positive. The normally open contacts of the direction solenoid close, the arrows I 0 1 are illuniined, close gate maghet 102 is energized and as soon as the closing of the car gat e closes gate 20 switc.h 84, the elevator starts, and accelerates to full speed when accelerating time element contact 103.closes. With but one call registered for the direction of car travel in which the car must travel to respond to that call, the direction sole- 25 noid and the duplicating magnet will drop simultaneously when the call is served. With a multiplicity of ralls registered for the established direction of car travel, the dikeetion solenoid will remain energized until the furthest call is served, 30 and the intervening stops will occur through the actuation of the dupheating magnet. Di rection solenoid contacts 61 and resistances 62 are employed only with alternating current magnets, as they are not required with direct 35 current magnets. A pivoted mechanical butterfly 104,is provided to prevent both direction solenoids from being raised at the same time, '.through the Interference of the upper extensions 40 and, the lower extensions insure the last raise direction solenoid rising in the event of current being established through both direction solenolds simultaneously. Should an intending passenger at the flftil floor, desiring to go to the 45 sixth floor, register an initial call which was followed by a call from the basement, the car would serve the flfth floor call and the direction solenoid would drop, bUt, due to the functioning of the tim'e element controlling contact 63, the opposite 50 direction solenoid could not be immediateli energized. The passenger would enter the car and Lpress the sixth floor buttori andlthe sixth floor wguld be served. In the absence of provision to the contrary, the car would have trgveled to the 55 basement and then to the sixth floor-a distance of eleven floors instead of the one floor. The potential switch controls the starting and stopping of the elevatgr motor, and also mechanically actuates the tim I e elements c6ntrolling 60 contacts 105 and 103: 'VVhen it closes, contact 105 opens, and when the potentiai switch opens, a tim e interval elapses before contact 105 closes; thus Idet.erniLining the time which must elapse before another start can -occur. When the P-otential switch closes, contact 103 closes after the exp@ration of a time Interval; thus determining the action, of the accelerator switch. 'nme element contact 63 opens promptly with the rising of either direction solenoid, but closes only at thL 70 expiration of a tiine period after either direetion solenoid has dropped; thus determining. the time between reversals. Gate motor protector contact 38 opens only in the event of the closed gate magnet-remaining in energ@zed position for 5
[12]2,093,07,Lk a predetermined Period; the equipment being thus protected in the event of the car gate being obstructed when attempting to close. VThen a direction solenoid drops, it comes to resl on one of the lower projections of butterfly 90&, whose opposite projection then exerts a horizontal pressure against the washer on the, lower end of the plunger of the opposite solenoid. Its contact 61 remains closed and all of its other 10 contacts are in normal position. If, when time element contact 63 closes, registered calls in both direct,ions result in the application of current to both direction solenoid coils simultaneously, the shorter magnetic air gap of the solenoid whose 15 plunger rests on the butterfly projection causes it to rise inore qilickly than the opposite solenoid and (jpen the circuit to the latter's cbil, provided direct cilrrent solenoids are employed. With alternating current solenoids, the air-gap differ20 ence @s supplemented by resistance 62 which is short-circuited by contact 61 in the'case of the plunger resting on the butterfly projection, but which is not so short-circuited in the circuit to the opposite solenoid. When reversal takes place, 25 current is applied only to the opposite coil and its plunger rises, and the other plunger.drops to the lowest i3osition. It will be uiiderstood that either the shorter air gap or the reduced electrical resistance method may be emliloyed in con30 junction with butterfly 104 when the dilrection solenoids are operated by direct current.' When the direction solenoids are opergted by alternating current, the two methods are used in combination. The reason is that with altemating 35 current directed to the two solenoids simultaneously, the electrical impedance of the coil whose plunger is in lowest position would be lower than that of the coil of the other solenoid and hence, more energizing current would flow through it, 40 which would tend to defeat the objective. Hence, the electrical resistance is added to counteract this tendency. The positive side of responsive magnets 50 is permanently cotinected to wire 64, and the nega45 tive side to the negative of the corresponding direction solenoid. Each responsiv . e magnet is therefore energized and de-energized simultaneously with its corresponding direction solenoid, and its associated contacts will be closed and 50 opened accordingly. Therefore, car push buttons corresponding with registered intermediate calls-for the established direction of car travel will be illumined immediately, whilb for the opposite direction, their iilumiriing will be delayed 55 until reversal iakes place. The function of the responsive magnet coritacts has been described. Close gate magnet 102 is energized from nega@ tive through potential switch back contact 109, close limit switch 106 of the gate 6perating de-,@ 60 vide mounted on the car, tirae element contact 105, close gate coil 102, open gate contact 107, direction solen6id contact 94 when eithi3r, solenoid is energized, landing door contacts I 08, governor switch i I 1, emergency switch II 2, flnal 65 limit 113, open gate contact 114, wire 64, and thermal overload switch contacts 26 and phase revers6,1, switch contacts 25, to positive. Among other conditions, the initial energizing of closei g@te magnet 102 is thus dependent Upon Lthe potential switch being open, the landing door contacts closed and one of the direction solenoid ,magnets being enei-gized. Vlhen close date magnet 192 Is thus energized, its contacts II 7 permit the energizing of close ggte magnet 102, its con@ tacts II 9 short circuit tiine element contacts 105, its contacts I I 8 provide for the energizing of gate motor -orotector 921 and its two upper pairs of contacts pro.vide for the operation of gate motor 122 in the direction necessary to close the -car gate. The car gate starts to close and as it is I completing its closing movement, it c oses gate switch contacts 86, and the gate operating mechanism rnoves its associated retiring cam to lock the door of the landing at which the car is at rest and also causes close limit 106 to open. On the1 closing of door lock contacts 83 and gate switch contacts 84, circuit is completed from negative to the i.Dot6ntial switch and one of the direction switches and the car starts and, on the closing of the potential switch, its back contacts IO 9 and i time element contacts 195 opened, and close gate magnet 902 was de-energized. It will be noted that thi@ de-energizing occurs as a result either of the opening of potentiai switch back contacts 109 or close limit 906, and the latter is included 21 merely as a convenience in adjustment. Further, it will be noted that the close gate magnet cannot be again energized until the rebpening of the potential switch has released the time element associated with contacts 005 and allowed these 2@ contacts to close at the expiration of the time period. Close gate contact i IO energizes gate motor prqtector 12 1, which is dash-pot-retarded in the opening of contact 38. This is,adjusted to afford 31 ample time for the closing of the car ga . te by gate op@erelting motor 122, which is a torque motor,. aiid when close lirnit I 06 opens the circuit to the,close gate magnet opens, but in the event of obstruction to the car gate, limit 1.06 does not open, the time period is prolonged and motor protector contact 38 opens, thus dropping the control magnets including the close gate magnet. The above mentioned circuit through contacts 9 18 may be traced from negative, through con- 41 tacts 118, gate motor protector coil 121, wire 64, thermal overload switch contacts 26, phase reversal switch tontacts 25 to positive. , The connections to elevator motor 023 and gate operating motor 122 are typicaj for the 41 starting, stoppirig and reversing of multi-phase motors and require no explanation. When the car is in motion, the car gate is closed. To stop the car, the Po,tential switch opens. Open g@te magnet II 5 is energized when 5( the potential switch opens, and its back contact I 09 closes' The energizing circiiit may be traced from negative, through potential switch li@Lek contact 10 9, gate operating open lirm't II 6-which closes as the car gate starts to close-close gate 5 contact 117, open gate coil 115, wire 64 and thermal overload switch contacts 26 and phase reversal switch contacts 25 to positive. When open gate magnet is thus energized, its contacts 007 prevent the energizing of close gate magnet 6( 102, its contacts 11,4 open the safety circuit as later traced, a . nd its t,@,r6 upper pairs of contacf@ provide for the op6ration of gate motor 122 in the direction necessary to open the car gate. As the car.-gate starts to open, its opening movemel@t opens gate switdh 84, and the gate operating mechanism allows its associated retiring cam to unlock the door of the landing at which the car has come to rest, and also causes close limit 106 to open. As the car gate is completing its open7( in g movement, the gate operating mechanism causes open ]fmit L II 6 to open and thus de-energize,open gate magnet 115. - The safety circuit may be trac6d from positive of transformer 30, through phase reversal switch
[13]2,093,074 13 contacts 25, thermil overload switch contacts 26, wire 64, open gate contact 114, contacts final limit II 3, emergency switch. 1 12; governor switch I I 1, landing door contacts I 08, direction solenoid 5 contacts 94 and 93, potential and direction .switches, then to contacts 88 of the delay, secondary and duplicating magnets, and thrdugh gate s%vitch 84, landing door lock contacts 83, gnd wire 75 to negative side of transformer 30. Each 10 landing door contact I 08 closes when its septlrate landing door closes,. and landing door contact 83 is opened by a normally retired cam on the car which is mechanically actuated by the gate operating mechanism, and wwch opens the correi5 sponding contact 83 and unlocks the correspond.. Ing landing door when the car is at rest at that landing. At all other times, all contacts 83 are closed and all landing doors are locked, and gate switch 84 is closed when the car gate e-loses. 20 Govemor switch I I I is on the car and opens when. 'the elevator speed governor functions. Flngl limit switch 113 and up and down norinal limit switches 55 are on the car and are functioned by statio'nary cams 60, 76, and 80 In the hoistway 25 as shown In Figure 8. When norinal limit contact 55 open@, corresponding correction switch 134 closes,, at which time corresponding correction flnger 135 at the circuit arranging cylinder would normally rest on the insulated part of the cylinder. Should the cylinder be behind position with respect tothe position of the car, finger 135 would rest on corresponding strip 3, and a proper direction panel magnet energizing circuit would be established from negative, through wire 75, jump magnet contacts 16 and 14, correction feed finger 136, finger 135, correction switch 134, pilnel magnet coil 124, wire 64, and thermal overload switch contacts. 26 and phase reveraw switch contacts 40 25 to- positive. With the cylinder out of position only one step, the rising of the panel magnet, as the result of the energizing circuit just described, would energize the corresponding jump magnet, accomplishing the correction and -bringing cor4i rection finger 135 on the Insulated part'of the cylinder. With the cyhnder out more than one step, the action of the panel and jump magnets would be rapidly repeated imtil correction was accomplished. Should the drtim be ahead of the 1.0 c4r position with respect to thai direction of car tre,vel, correction would take place at the oppqsite terminal. Correction Is not ngrnially required, but might be called for through stopping and reversing between floors from the car witli, 55 inspectors' switch 27 open during inspection, or by the inadvertent contacting of the switch on car by a service man riding on top of the car. If the drum was not manually reset before plgcIng the elevator back In service, the corr@ection co device would automatically do so. , Flot Industrial purposes, I employ this correction device as a follow-up or step-b@-step synchronous device to accomplish a siliiilar result,to th@t accomplished by so-called Belsyn motors. Mounted concentrically with cylinder 1, I aijply a rocker, carrying brushes corresponding with cortection fingeis 135 and 135. When the rocker is moved one way or the other, the cylinder follows the movement in step-by-step JUMPS Uiltil the brushes rest on insulated portions of thO cyflnder. When the JUMP magnet coils of A@remote cylinder are coiinected in series "with the Jump magnet coils of the home station cylinder, both cylin(jers jump 75 in , gnehronism.. An3@ number of remote cylinders may be thus moved In synchroni@m with the home stati6n cylinder, or the remote cylinder jump magnet coils may be energized through stationary bnishes co-operating with separate contacts mounted on the home station cylinder. 5 Mgs. 15 and 16 illustrate this correcting or synchronizing arrangement; Fig. 15 being a side view and Mg. 16 being a front view and including the electrical connections. One pair of jump magnets, 126 and one pair of panel or repeat mag- 10 nets are at the home station and one pair of jump magnets 126 with- associated contacts and rotatable member Is at each remote station. Rocker 81 pivotea 'concentrically with shaft 91 but on a separately supported bearing, at the 15 home station, carries brushes 135 normally resting on insulation on the rotatable member, which latter is a@dapted @o be rotated step-by-step In a i clockwise or counter-clockwise direction as described in connection with Mgs. 1, 2, and 5, and 20 5a. Mnger 136 is always in contact with strip S. When rocker 81 is moved, one of the fingers 135 connects with strip 3, and the other finger remains on the insulated part of the rotatable member. Current then flows from positive through 25 OPPosite noninterference 6ontact 98, correspondIng panel dr repeat magnet 124, the contacting finger 135, strip 3, finger 136, and contacts 14 at all stations, to negative. The energized repeat magnet opens its contacts:98 and closes its con- 30 tacts 128 and 133. Contacts 133 connect through any set of contacts 14, either at the home station or a remote station direct to negative. 'Me closIng of contacts 128 energizes the corresponding jump magnet at the hoine station and at each 35 remote station. The jump magnets may be energized in series or in multiple, but the multiple connection is preferable when alternating current Is employed, and is so shown. As each JumP magnet starts to rise, it opens its con- 40 tacts 14. The moment any contacts 14 open, the cbntinued energizing of all energized jump magnets is dependent up(>n contacts 128 of the energized repeat magnet, which Is not de-energized until 9,11 energized jump magnets have com- 45 pleted their upward strokes and opened thelr contacts 16 when the repeat magnet is de-energiz@d. If ir@er 135 Is still in contact with strip 3. the cycle is repeated. The connections from repeat magnet contacts 128 to aU corresponding 50 JumP n2agnets are to that jump magnet of each pair. which will cause the corresponding rotatable member to Jump one step In the direction in which rocker SI at the home station was moved. Hence, all rotatable members will jump In unison, 55 In clockwise or In counter-clockwise direction, and, If necessary, will continue to jump in unison, until both fingers 135 at the bome station rest on, Insulation. Rocker. 81 may be moved slowly or rapidly, or reversed slowly or rapidly, 60 and all rotatable members wfll follow. The movement of each rotatable zhemb@r is positive and its rotating force Is liinited only by the effort 'exertible by,its jump magnet. The remote ro'tatabie members cannot get out of synchron@= 65 with the home station rotatable member and the position of any one furnishes information as- to the position of all. If the desired rotatable m;lge Is in excess of 70, about 170 degrees,,And not In exe ess of about 350 degrees, the stri'o :3 contacting surface which accommodates fing'er 136, ehtirely circles the rotatable member at the honie station, and the sur-, faces which accommodate fingers 135 are stag- 74
[14]gered If the desired rotatable range Is In excess of about 350 degrees, these surfaces are arranged to form helical contacting pat',hs on the rotatable member, and a lateral movement also occurs as the rotatable movement takes place. A similar pitch lateral movement of the rocker GO also takes piace as it is rotated. Contacting provisioia for a multiplicity of revolutions may thus be made, and the provisions for obtaining corri10 sponding mbvements of any rotatable member' may be understood by referen@e to Flgs. 15, 16, and 19, and later description. Operation may be from direction current or from altemating cutrent. The combination of home @station and re15 mote statioei units is operable with only three conimon wires from the home @tation to all remote stations by eliminating the wire from-repeat magnet contacts 833 to the remote station contacts I 6, and by eiiininating the wire from 20 home station jump magnet contacts 0 6 to the remote station contacts 14 and connectinp, this wire to riegative line at the home station, but the inclusion of these two c@ommon wires as shown, insures against any unit getting out of 25 step, for with them and their associated contacts included, and the repeat magnets energized, eith@r of the opposite repeat magnets cannot rise, and the energized repeat magnet cannot fall until all corresponding jurnp magnets at the homei 30 station and remote stations have completed their upwardstrokes. Aftertheenergized.repeotmagnet has fallen, neither it nor the opposite repeat magnet can rise until all of the raised jump magnets have completed their downwa,xd stroke. @5 The 1:1 ratio alone meets ordinary requirements for level stopping at landings, but with wide variations in load in the car, automatic variations in timing the relation between the action of the panel magnet and thecorrespond40' ing juinp magnet eqnipensate !or variations in speed resulting from changes in load. Irnis is aecompushed at variable binding po@ts 08@c shown as normally connected together, in the eirewt leadin@ to panel magnet contact 928. 45 When employed, tWs device includes a smar centrifugal govemor, belted or otherwise related to the shaft of the elevator motor, and which po-@ sitions a contact connected to one vatiable binding DDst 137; theconnection between the- two 50 binding posts being then normally open. A normally free cork-faced cliitch is connected tG a niechanical movement wliieh. causes P- contact connected to the other binding post gS7 to approarh the contact cbnnected to the opposite 55 bindin@ post. Electro-magnetic means, ener@gized by the same electrical contacting which energizes the panel magnet, causes the clutch to engage. The contacts connected to the -binding posts I ST will therefore close earlier at higher 60 speed than at lower speed. Correction for mags is effected by Proper proportioning of the levers and their angular relations which move the contact parts. Ioad compensators are in use in which a change 65 in the positioning of stopping contacts is effected by having the weight of 'the live load In the car cause such change to be made. In such devices, a spring usually intervenes between the car lifting cables and- the car frame, and the vaxiable 70 compression of this spring due to changes in live load in the car provides the movement for changIng the position of an arm on the car which is conliected by cabl6 to the stoPDing cgntact mechariism at the controller. 'With my own arrange75 ment of switch on car coixtacts 127 and by such above referred to load weighing spring or by 9, centrifugal governor on the car, I can change the vertical position of contacts 127 with respect to the car. In other words, instead of mounting switch 927 directly on the frame of the car, I can 5 mount-it on a spring or govemor actuated movable arm on the car. However, all of tllese are open to objections. My invention permits of the ready application of a small device to either a new or an old elevator, without special preparation of 10 heavy parts, and permits of adjustments to compensate for vaxying relations between the high speed'and low speed moving masses in an elevator, and for speed changes due to' variations in line voltage as well as foi cliknges due to vari- 15 ations in Uve load in the cax, as further related to in more detail later. Mgs. 17 ond 18 illustrate this arrangement. Mg. 18 shows a side view of genr I I 0 and related partsinMg.17. The.governorshownasrevolved 20 by the elevator motor is of a type long used in connection with the carburetors of explosive engines. The sleeve at one end of the govemor weight links is secured to the governor shaft and the sleeve at the other end may be moved lateral- 25 ly by the centrifuggl action. of t ' he governor weights. Movable with tllis latter sleeve Is adjustable arm'99 which is adjustably i@ivoted below the govemor and is adjustably connected to raise and lower cross bar 100. When used in connec- 30 tion with elevators for which no iwtiating provision is made to slow down before the stopping provision takes'effect, I usually so adjust the customary spring and collar on the governor shaft that no movement of arm 99 takes place 35 until the power motor 123 has attained,about 75 per cent of its free running speed. For such elevators, the vaaations in car sp'eed usually range between tMs 75 per cent below to about 5 per cent above the s@eed corresponding with the free run- 40 ning speed of the motor. Gear 0 1 0 revolves on independently',@upported stud - 026 and is provided with a selfcentering spring 9 29. Pivoted concentricauy with gear 9 ID are independent switch arms 030 and 038. On 45 each of these switch arms is aprojecting lip to engage the, pin on cross-bar I 00, and an adjustable insulated electricalcontact. On the gear, is insulated electrical contact 930. When 139 touches theelectrical contact on either of the 50 switch arms 030 or 938, the electrical eircwt effect Is the same as occurs whien the two binding posts of vaxiable 037 in Mg. 5a are electrically connected. The result Is that the closing of contacts 9 28 of either the up panel magnet or of the 55 dowii panel zilagnet 026 has no effect u@on either of the jump magnets 020 unt..U the circuit corresponding with variable 137 is closed.' 3@ence, even though 9, fixed ielation exists between the position of the car and the level of tiie landing at C"O the time that switch on car 0 23 inechanically contacts with a hoistway, obstruction--or a panel magnet is energized-any variation in the condition (such as veriatiori In load) @vhich affects the speed of the elevgtor motor, is automatically com-@ 6a-, pensated for to bilng a@out the desired coming to rest of the fioor of the car level with the floor of the landing. For Instance, should the elevator be runriing In the down direction vvith a heavy load in thL- car, the elevator motor-and@ the gov- @o ernor-would be running faster than with a light load In the 'car; contacts I 30 and 0 38 would be lower and contact 939 would make its electrical connection to a jump niagnet earlier than it would with a light load In the car rutuling in the 76
[15]2,098,074 down direction, and there would thus be an earlier cutting of the current to the elevator motor and application of the brake. The balance of the adjustment resides in the provision of movable pivot points and attachments for taking advantage of the changeable angular move.@ ment of the arm which Is moved by the hbrizontal movement of the governor. Secured toindependently mounted shaft 141 is broad-faced pin-@ 10 Ion 140 wmcli iiieshes with gear. I 10. Clutch 142 is normally spring-held in di@engaged relation. -Electro-magnei 143, when energized, is adapted to move clutch i42 into engaged position. The eriergizing coil of this magnet may be connected in 15 series with the common connection to the positive side of the two panel magnets'124 in Mg. 5a, which will result in its being energized and deenergized simultaneously with either panel magnet, but especially when alternating current is 20 employed, I prefer to use two magnets 143- and to connect the energizing coil of each in multiple with t]@e energizing coil of a corresponding panel magnet 124. When the elevator is in motioni cross-bar 100 25 assumes a position corresponding with the car sr,,eed. Pins on the two ends of cross-bar 100 erigage with the under edges of the lips of switch arins ISO and 138, and hence determine the position of the switch arm contacts with relation to' 30 gear contact pin lt9. As ihe speed increases, both switch Arm contacts appioach.contact_pin 139, When clutch 142 engages, pin i39 immediately starts in one direction or the other.--dep6nding,upon the direction of car travel-toward 35 the contaet on switch arm 130 or 138. on electrical contact being made, the elevator motorand hence pin 139-does not instantly stop, and the contacted switch arin moves upward with pin liB.' In norrnal operation, magnet 143 is de40 energized when corres@onding panel magnet 124 Is de-energized, and selfcentering spring 129 returns gear II 0 with pin 139 to nornial position. Should poor adjustment of any part cause switch arm 130 or 138 to be,raised beyond a predeter-, 45 mined position, it actuates an electrical contact 1461- Which de-energizes magnet 143 and clutch 142 becomes disengaged. As an alternate to the above described load compensator, to meet sbme requirements, I em5.0 ploy the dynamic braking effect described In my Patent 1,002,233. A small direct current. generator whose arinature Is attached to the shaft of the elevator motor, generates a potential.dependent upon the speed. N"en stopping, -back contacts on the potential @witch of the elevator motor conneet'this direct current to one of the phase windings of the multi-phase alternating cvrrent elevator motor,, after the altematin&r current supply has been Interrupted. A fixed magco netic field is thus produced in the stator of the elevator 'motoi and,, with a squirrel-cage rotor the dynamic braking eff6ct is complete. The greater the speed, the greater is the dynamic braking effect, and as the direct current potential decreases in proportion with the decrease In speed, smboth and uniform stops at floor levels result, irrespective of the load.. 7be dynamic brake is supplemented by a friction brake, whlch latter holds the elevator In stopped position. With a slip ring alternating current motor or with a direct current motor, the moving member is, immediately or -gradualw short-circuited. It Is sometimes desirable that an automatic elevator be equipped with a parking device to insure the pres@nce of the car at a specifled landIng, when not In use. The object tons to the customary, arrangement are increase in mileage, false stops and delay In service. My invention eliminELtes these objections, and permits of readily 6 applying or eliminating the parking action, or of changing the parking landing at will. Referring to thb description of Mg. 14 and to Mg. 5, wire 28 is cdnnected to time element contact 69, and the latter to parking arrn 70. Co-operating contacts 10 79 corresponding with such landings at which Parking may be required, are connected to the positive side of their, respective floor magnet coils. When any call is registered, direction solenoid 57 or 58 is in raised position and, consequently, the 15 plunger which actuates time element contacts 63 and 69 is in raised position and c@htacts 63 and 69 ate open. When the Plunge'r descends, contact 63 closes before contact 69 bloses and, in the event of reversal of car direction to respond to 20 a registered call, the.plunger again rises before contact 69 closes. When arm 70 Is manually moved to any contact 79, a call registering and cancelling relation is established similar to that which would be established by the manual pres- 25 sure of the corresponding landing push I buttoil, but with this difference: it would have no effect so long as an@ caii registered fr6m an'y button at any landing or in the car was claiming service. In addition to the single rotative movement of 10 the eircwtarranging cylinder as described, I rnay also employ a lateral movement of the cylinder to move'the cylinder contacts into contacting relation with one or more additional sets of stationary fingers. With these movements, I 35 also employ different colors of illumining for Inforniation purposes. , To meet som6 conditions, I may also @employ a single rotativ6 movement in conjunction @vith a sprocket and chain to move contacting flngers 40 over stationary contacts on a Olane surface. e ring to the two preceding paragraphs, attentlon is directed'to Figs. 19 and 7. In Mg. 19, there Is indicated the substitiition of a threaded bearing for the plain bearing 10 45 shown In Mg. 1. 'Mis provides for a lateral movement of shaft 9 and anything secured to it simultaneously with rotative iiiovement, and the width of gear 6 may be made sufftclent to provide full bearing of pawls 12 and detent pin 17 as, the 50 lateral movement takes plaee. However, for cases lh which the number of degrees through which , it Is desired to rotate shaft 9 Is in excess of the nuniber of degrees available for the up teeth, the down teeth and the detent dwells In a - single 55 vertical alignfiient as shown In Mg. 1, I arrange t4em In separate vertical alignments. In.effect, I place a c6mplete circle of gear teeth co-operating with up pawl 12, a'corriplete circle of teeth cooperating with down pawl 12 and a complete 00 circle of detent dwells 21-aIl @hown In Flg; 2- in three separate vertical alignments, and secure them to shaft 9, or mount them on a sleeve which Is feathered on shaft 9 and wh ich sleeve is restrained from lateral movement by stationary 65 shouldeis bearing againqt each side of the sleeve. The co-operating pawls 12, hooks 13 and detent pin 17, are positioned to correspond. Provision is thus mflde for rotating shaft 9 and anything 70 rotatably related to it through any number of degrees or any number of revolutions. When both rotative and lateral travel of shaft 9 is desired, the shaft is provided with a threaded bearIng and the mounting of the tteth and dwells is 7s
