US2042201A - Signal system for elevators - Google Patents

Description

May 26, 1936. H. W. WILLIAMS ET AL l 2,042,201

SIGNAL SYSTEM FOR ELEVATORS Filed Aug. 24, 1954 9 sheets-sheet 1 fag f Haro/d W w27/[62025 and William FX1-fmes.

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SIGNAL SYSTEM FOR ELEVATORS Filed Aug. 24, 1954 9 Sheets-Sheet 9 Fig. /0.

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ATT NEY Patented May 26, 1936 UNITED STATES PATENT OFFICE SIGNAL SYSTEM FOR ELEVATORS Application August 24,

22 Claims.

Our invention relates to signalling systems for elevators and more particularly to signalling systems for indicating to the car attendants the stops to be made in taking on or letting oif passengers.

One object of our invention is the provision of a signaling system that is simple and efficient in operation and capable of being readily and economically manufactured and installed.

Another object is to provide for giving the attendant on a car a signal for a stop at a floor only when the car is in such position that it can be stopped at the iloor for which the signal is given.

A further object is to provide for indicating to the attendant on a car the floors lying between the car and the next car ahead at which he should stop his car and to also indicate to the car attendant exactly when the car controls should be operated to effect the stopping of the car in response to the stop signals.

A further object is to provide for indicating to the car attendant, during a car stopping operation, the floor at which the stopping operation is taking place, and also to indicate, while the car is moving, the next floor at which a stop can be made.

Another object is to provide means by which the attendant on a car may set a signal for a stop at a floor which will indicate the time at which he must operate .the car controls to stop the car accurately level with the oor for which the stop signal exists.

Another object is to provide a signal device for each car in a group of cars which will indicate the floors at which stops should be made and to also render each signal device effective to indicate Stops only at the floors between itself and the next car ahead.

Another object is to provide an indicating device which will not only indicate the oors at which stops should be made but will also indicate the time during the car travel at which the car controls should be operated to stop the car.

A still further object is to provide a signal system which will relieve the car attendants of the necessity of remembering stops to be made and of the difculty of making metal calculations as to when and where the car controls should be operated in stopping the car.

It is also an object to provide a signal system for a bank of elevator cars which will lessen the confusion of the car attendants by reducing the 1934, Serial No. 741,271

number of active signal lamps or devices in each I car.

Other objects of the invention will, in part, be obvious and will, in part, appear hereinafter. For a better understanding of the invention, reference may be had to the following detailed description in conjunction with the accompanying drawings, in which,

Figure 1 is a diagrammatic representation of an elevator installation embodying a signal system constructed in accordance with our invention;

Fig. 2 is an enlarged view, in front elevation, of the indicator device disposed in each oi the cars shown in Fig. l;

Fig. 3 is a view, in front elevation, of the device shown in Fig. 2 with part of the front portion broken away,

Fig. e is a View, in side elevation of the device shown in Figs. 2 and 3.

Fig. 5 is a diagrammatic representation of the contact segments and Contact brushes shown in one of the front selectors illustrated in Fig. 1;

Figs. 6, 7 and 8, collectively, constitute a straight-line diagrammatic representation of the signal and control systems for operating the cars shown in Fig. 1;

Figs. 6A, 7A and 8A, collectively, constitute an explanatory illustration of the relays in the system illustrated in Figs. 6, '7 and 8;

Fig. 9 is a modification of the wiring system shown in the upper right-hand corner of Fig. 6 or Fig. 8 for the stop call signal lamps in the cars;

Fig. 10 is a View, in front elevation, of one of the targets shown in the indicating device in Fig. 2, as modified for use with the wiring system shown in Fig. 9; and,

Fig. l1 is a view on the line XI-XI of Fig. 10.

The illustration of the relays in Figs. 6A, 7A and 8A shows their coils and contact members disposed in horizontal alignment with their positions in the straight-line circuits of Figs. 6, l and 8 so that the reader may readily determine the name and use of any relay, the number and kind of its contact members and the position of its coil and its contact members in the straightline circuits.

For convenience in reading the drawings, Fig. 7 should be placed under Fig. 6, Fig. 8 under Fig. 7, Fig. 6A beside Fig. 6, Fig. 7A beside Fig. 7 and under Fig. 6A, and Fig. 8A beside Fig. 8 and under Fig. 7A.

Referring more particularly to the drawings, we have illustrated an elevator system embodying the two cars A and B for serving six floors. The cars may be suitably suspended by cables I I and I2 (Fig. l) which pass over hoisting drums I3 and I4 respectively.

Although we have shown only two cars, and a signal and control system therefor, as applied to only six oors, it is to be understood that the invention may be utilized for any number of cars serving any number of floors.

For convenience, the main relays included in the system are designated as follows:

C=Stop signal push buttons in car A.

CC=Holding coils for stop push buttons in car A.

D=Down direction switch for car A.

E=High speed inductor relay for decelerating car A.

F=Intermediate speed inductor relay for decelerating car A.

G=Stcpping inductor relay for stopping car A.

H=Inductor restoring relay for car A.

J :Stop signal push buttons at the iloors.

relay.

L=Stop call signal lamps.

M--Cancellation control relay.

N-:Intermediate speed relay.

P=Car running push buttons in car A.

QzCancellation coils on hoor button registering relays.

R=Stop call registering relays` for floor push buttons.

S=Signal lamps for indicating when to operate car controls to stop car A.

U=Up direction switch for car A.

V=IIigh speed relay for car A.

W=Up .direction preference relay for car A.

X=Down direction preference relay for car A.

Z=Zoning relays, common to both cars, for limiting stop call signals to nearest approaching cars.

As shown, the relays for car A are given suitable reference characters and the relays for car B are given the same reference characters as those in car A, with the letter B prefixed thereto. The letter U indicates the up direction; the letter Dl the down direction. The prex numerals indicate the oors and the suiiix numerals indicate the contact members of the relays.

Referring to the control system for car A, as shown in Figs. 6, '7 and 8, the hoisting `drum I3 is -directly coupled to an armature I'I of a suitable hoisting mo'tor I8, the eld winding I9 of which is connected for constant voltage energization to a source of supply designated by the supp-ly conductors L-l-I and L-I, (Fig. 6).

A variable voltage system of control may be provided for operating the hoisting motor I8 wherein the armature Il' is connected in a closed circuit with the armature 2i of a generator 22. The generator is provided with a separately excited eld winding 23 and a cumulative series eld winding 24. A pair of resistors rl and r2 are connected in the circuit of the separately excited eld winding 23 for controlling the speed of the generator. The armature 2| of the generator may be driven by a suitable driving motor 25 which may be connected to a suitable source of supply, as represented by the conductors and switch 26.

A brake 5 operated by a brake magnet 6 is provided for applying a braking effect to the hoisting drum i3 when 'the car is brought to a stop, the brake magnet being energized to release the brake 5 when` the car is running and K=Voltage relay for controlling high speed being deenergized to apply the bra-ke when the supply of power to the car is cut off.

The direction and speed of the hoisting motor I8 may be suitably controlled by controlling the direction and the value of the excitation current that is supplied to the separately excited eld winding 2S of the generator 22.

The direction of excitation curren't for the eld winding 23 may be suitably controlled by means of an up direction switch U and a down direction switch D, while the value of the current supplied to the ield winding may be controlled by means of an intermediate speed relay N and a high speed relay V, which control the resistors rl and r2.

The closing of the up direction and the down direction switches U and D, as well as the intermediate speed and the high speed relays N and V, may be controlled by means of any suitable car switch o-r car running push buttons. In the present case, we have illustrated, for convenience, an up car-running push bu'tton UP and a down carrunning push button DP mounted in the car in position to be actuated by a car attendant. The push butons UP and DP are pressed by the car attendant to start the oar and as long as they are held in, they will keep the car moving. However, as soon as they are released, the close the circuit for that part of the control system which then automatically effects the stopping of the car level with the next floor.

Any suitable means o-r system may be employed for automatically stopping the car A level with the floors it serves. As an example of such means, I have illustrated an automatic inductor relay landing system similar to that disclosed in Patent No. 1,884,446 issued October 25, 1932, t0 K. M. White and G. K. Hearn, and assigned to the Westinghouse Electric Elevator Company.

The landing system for car A (Fig. 1) includes a high speed decelerating' inductor relay E, an intermediate speed inductor relay F and a stopping inductor relay G for causing the car to be automatically decelerated from its high speed and brought to a stop at an exact level with the floor. The high speed decelerating inductor relay E is mounted on car A in position to cooperate with an inductor plate UE for the up direction and an inductor plate DE for the down direction. The intermediate speed inductor relay F' is mounted in position to cooperate with an inductor plate UF for the up direction and an inductor plate DF for the down direction. The stopping inductor relay G cooperates with an in-ductor plate UG for the up direction and an inductor plate DG for the down direction. The inductor plates are constructed of magnetic material and are mounted in the hatchway in such position as to cooperate with and open the contact members of the inductor relays on the car when the relays are in an energized condi'tion as the car approaches a stop at a landing.

For simplicity, only one set of inductor plates for one iloor have been shown, but it will be understood that a set similar to that shown may be provided for each iloor served by the car intermediate 'the upper terminal landing and the lower terminal landing. A set of inductor plates corresponding to the inductor plates UE, UF and UG may be provided for the upper terminal floor and a set corresponding to inductor plates DE, DF and DG may be provided for the lower terminal floor.

As shown, each inductor relay is provided with two sets of contact members. For an up stop,

the contact members El of the relay E cooperate With the inductor plate UE, the contact members Fl cooperate with the inductor plate UF, and the contact members Gl cooperate with the inductor plate UG. For the down direction, the contact members E2 of relay E cooperate with the inductor plate DE, the contact members F2 with the inductor plate DF and the contact members G2 with the plate DG.

The contact members of the inductor relays just described are so connected with the car control circuits that, when the inductor relays are energized to decelerate and stop the car at the floor represented by the inductor plates in the down direction, the contact members E2 pass the inductor plate DE and are thereby opened to decelerate the car from high speed, as the Contact members F2 come opposite the inductor plate DF they open to decelerate the car from intermediate speed, and as the contact members G2 come opposite the inductor plate UG, they open to stop the car level with the floor. The contact members El of relay E, FI of the relay F and Gl of relay G are opened by the inductor plates UE, UF and UG, respectively, when the stop is to be made in the up direction.

The inductor relays are of the self-holding type', that is, when they are energized but have not yet come opposite an inductor plate, the

' contact members remain closed, but when the relay comes opposite an inductor plate, the contact members adjacent that plate move to their open position and are held in such open position kuntil the inductor relay is deenergized. The

means for holding the contact members in the open position on inductor relay E are the extended portions 28 and 29 (Fig. 1).

For instance, it will be seen that when the inductor relay E passes the down inductor plate DE in an energized condition, the contact members E2 are opened by the arm 29a moving upwardly to a position where it is attracted and held by the magnetized projection 29. Therefore, the opened contact members remain open and do not, after passing the inductor plate, reclose to complicate the operation of the control system. However, I do not desire to be limited to inductor relays of this particular type because inductor relays With temporary opening contact members which are Well known in the art m'ay be used just as readily if the motor control system is adjusted to vcooperate with them.

The exact position of the inductor plates in the hatchway and of the inductor relays on the cars cannot be here given because the position of these devices varies in each installation by reason of differences in hoisting motors, Weight of cars, height of ceilings, etc. However, in the many commercial installations of inductor stopping systems already made, it has been found that the mechanics have no difliculty in ascertaining While the cars are rst tried out in operation, just the precise positions in which the plates and relays should be placed.

In the present system with the cars operating at a speed of approximately 600 feet per minute, it Will probably be found satisfactory to so locate the inductor plates that the car Will start to decelerate from high speed at about eleven feet from the lloor, to start decelerating from intermediate speed at about six feet from the floor, and to start decelerating from stopping speed to a dead stop at about one and one-half inches from the floor. In locating the inductor plates,

due allowance must be made for the position of the cooperating inductor relays on the car.

In View of the fact that the energized inductor relays remain energized after their contact members are operated by passage near the inductor plates, an inductor restoring relay H (Fig. 6) is provided for deenergizing the inductor relays of car A after a stop has been made and also for so interlocking them that they can be energized only while the car is moving.

The automatic inductor stopping system comes into action in the present case at about eleven feet from the floor at which the stop is to be made. This eleven feet m'ay be called the decelerating zone. Hence the release of the car running button to throw the automatic stopping system into action must take place before the car reaches that eleven foot distance from the stop. If the button is released when the car is closer than eleven feet to the next floor, the automatic stopping system will not stop the car at the floor but will stop it at the next floor beyond. Therefore, We have an attendants response zone of about one floor distance preceding each decelerating zone in which the car running button may be released to cause the automatic stopping system to come into operation as the car enters the decelerating zone and thereby make the stop desired.

As shown, the car A is started and kept running by pressing the up running button UP or the down running button DP and is stopped by releasing the pressed running button. Therefore, when a stop is to be made at a oor, it is desirable to have some means by which the attendant in the car may know just when to release the running button, that is, when he is in the attendants response zone, in order to effect the stopping of the car at the floors where passengers desire to enter and leave the car.

In order to accomplish this purpose, we have provided an indicating device 50 in car A and an indicating device B50 in car B, (Fig. 1).

As shown in Figs. 2, 3 and 4, the indicating device 50 comprises a box or frame 5l provided With a face plate 52. The frame may be mounted in any suitable position in the car in which the face plate 52 will be in front of the car attendant so that the attendant may readily observe the condition of signals thereon during his operation of the car. A double column of signal targets 53 is disposed in the face plate 52 (Fig. 3). Each of the targets comprises a small rectangular piece of translucent glass or some similar substance which m'ay be illuminated for signal purposes. Behind each target is disposed a suitable incandescent lamp bulb 54 (Fig. 3), the light of which is restricted by means of suitable Walls 55 to the target with which it is associated to thereby illuminate only that target.

Referring now to Fig. 2, the targets and their illuminating incandescent lamp bulbs in the righthand column comprise stop call signal lamps and are given the reference characters IL, 2L, 3L, 4L, 5L, and 6L, corresponding respectively to the first, second, third, fourth, fth and sixth iloors. These call signal lamps provide means for notifying the car attendant as to the floors at which passengers Idesire to get on or oil the car. That is, when one of the call nignal lamps is lighted, it means that a stop should be made at the corresponding oor.

The targets with their incandescent lamp bulbs in the left-hand column comprise stop position signal lamps and are given the reference characters IS, 2S, 3S, 4S, 5S and 6S, corresponding to the first, second, third, fourth, fth and sixth floors, and, as shown, each of these signal l-amps has on it the number of its floor. These stop position signal lamps provide means for indicating to the car attendant as he approaches a fioor when he should release the car running button to effect the stopping of the car at that floor 'Ihis notification is given as the car approaches each iioor, regardless of whether or not the car is to stop at that oor. Also, when a car stops and stands at a floor the indicating lamps indicate the floor at which the stop is being made. Therefore, the lamps IS, 2S, 3S, etc., may be called stop position lamps because they continually indicate the floor at which the car is in position to stop or the floor to which the car is decelerating to a stop or the iioor at which the car is stopped and standing.

The zone in which the car running button must be released, as indicated by the stop position lamp, to cause the -automatic inductor system to decelerate and stop the car at a floor may be called the attendants response zone, and comprises a zone of approximately one floor height in length preceding the location of the initial deceleration point for the associated floor.

The two columns of signal lamps are side by side, the one column notifying the attendant the floors at which stops should be made, and the other column indicating the periods during car travel in which the car running button should be released to make a stop the floor for which a stop is being made and the floor at which the car is standing. Therefore, when two side-byside signal lamps are illuminated simultaneously, that is a signal to the car attendant to release the car running button for a stop.

The indicating signal lamps IS, 2S, etc., do not show exactly the position of the car in its hatchway but they do show the position of the car with respect to its ability to stop at a floor. For instance, if the c-ar A is standing at the third oor, the third floor indicating signal lamp 3S is illuminated. If the car starts in the up direction, the fourth floor indicating lamp 4S will come on at once and the third floor signal lamp 3S will go out. As soon as the car attains such speed that it c-an no longer stop at the fourth floor', (the car will be about half-way between the third and fourth floors), the fourth iioor lamp will go out and the fifth oor signal lamp 5S will come on. If a stop call is registered for the iifth floor, the call signal lamp 5L will be illuminated, and when the two signal lamps 5L and 5S opposite one another are lighted simultaneously, the running button should be released to make the stop.

When the car starts to slow down for the fifth floor, the fth iioor indicating lamp 5S will be held lighted while the car slows down and comes to rest at the fifth iioor, and also stays lighted until the car starts away from the fifth floor.

It is desirable to have some means whereby waiting passengers at the various floors may operate the stop call signal lamps IL, 2L, etc. Therefore, the stop call signal lamps IL, 2L, etc. in each car may be operated by push button switches disposed at the oor landings in position to be operated by the waiting passenger at the landings. The floor push buttons (Fig. 7) are designated as IUJ, ZUJ, 3UJ, 4UJ and 5UJ for the up direction at the first, second, third, fourth and fifth iioors and as GDJ, 5DJ, 4DJ SDJ' and 2DJ for the down direction at the sixth, fth, fourth, third and second floors.

The floor push buttons are common to both cars; that is, there is only one button for each direction at each floor regardless of the number of cars and a waiting passenger needs to press only one button for the direction in which he desires to go in order to operate the stop signal in the nearest approaching car for that direction. Associated with the floor push buttonsI are stop call registering relays IUR, 2UR, 3UR, 4UR and SUR for the up direction and BDR, EDR, 4DR, 3DR and 2DR for the down direction. Each of these relays operates to maintain its floor button circuit in its completed condition after its button is pressed until the stop signal thereby registered is cancelled by a car answering the call.

With this system, the temporary operation of a. floor button will register or, in other words, initiate and maintain a circuit which will light the corresponding stop call signal lamp in the nearest approaching car for that floor in the direction corresponding to the operated button, and it will not be necessary to continue pressing the button after it is once. operated to maintain the stop signal in the car.

By the term nearest approaching car, we mean that car whose direction of travel and distance from said floor will permit the car stopping system (inductor relays, etc.) to stop it at that iioor when it arrives there-at. In other words, it means the car which is still capable of being stopped at the floor at which the stop call is registered at the time the call is registered.

A cancellation coil is wound on each registering relay in opposition to the registering coil. When a car answers a registered floor call, it energizes the cancellation call corresponding thereto and thereby overcomes the energization of the registering coil, thus cancelling the call. The cancellation coils are designated as IUQ, 2UQ, 3UQ, 4UQ and EUQ for the up direction and as BDQ, 5DQ, ADQ, SDQ and 2DQ for the down direction.

A plurality of signal push buttons are also provided in each car whereby the attendant in that car may operate the stop call lamps in his own car, but not the other car, to indicate the various floors at which he should stop to let off passengers. The signal push buttons in car A are designated as 2C, 3C, 4C and 5C. No car buttons are needed for the terminals because the stops at the terminals are made automatically. For convenience, the signal buttons in car A are mounted in a vertical row beside the signal lamps and the car-running buttons are mounted below the signal lamps in the face plate 52.

Associated with the respective car push buttons for car A are holding. or registering coils 2CC, 3CC, lICC and SCC. These coils operate to hold the car push buttons in a depressed position after they are pressed by the car attendant, to maintain the stop signal lamps in their lighted condition. The registering coils are automatically deenergized when the car reaches the terminal iioors to release the buttons for the next direction of operation. Therefore, when the car attendant presses a car button, he may be said to register a stop call signal on the stop call signal lamps in the same manner as a stop call is registered by the floor buttons. By registering a stop call, we mean the act of initiating and maintaining a. circuit which will maintain the lamp in its lighted condition until the car reaches its terminal floor.

The stop position indicating lamps are operated by suitable contact brushes on a floor selector to be hereinafter described.

LSU

Although our improvement may provide for lighting the stop call signal lamps in all cars approaching a floor at which a iloor button has been pressed, it is unnecessary as only the nearest car will answer the call. Therefore, we have provided a means whereby the pressing of a floor push button will light the corresponding stop call signal lamp in only the nearest car approaching in the desired direction and leave the stop call signal lamps for the same iloor in the other cars unlighted. In other words, we have provided for so zoning the stop call signal lamps that only the stop call signal lamps in the nearest approaching car will be lighted in response to the registration of a stop call, thereby saving the unnecessary operation of many lamps. It is obvious that if the nearest approaching car will answer the call, the lighting of the stop call signal lamps in the other cars is unnecessary.

In order to accomplish this zoning purpose, we have provided a plurality of zone relays (Fig. 7) designated as ZUZ, 3UZ, 4UZ and 5UZ for the up direction and as DZ, 4DZ, 3DZ and 2DZ for the down direction. The zone relays are common to both cars and are operated in accordance with the position of the cars.

In order that certain circuits may be conditioned for operation only when car A is moving upwardly and other circuits may be conditioned for operation only when car A is moving downwardly, we have provided an up direction preference relay W and a down direction preference relay X, (Fig. 6), which relays operate in accordance with the direction of operation of the car. The direction preference relays may be operated in any suitable manner. In the present case, they are illustrated as operated by both limit switches ULS and DLS and the direction switches U and D.

In order that the various circuits for the push buttons, stop call lamps, zone relays, stop position indicating lamps, etc., may be connected in accordance with the position of the cars with respect to the floors past which they operate, the car A is provided with a iloor selector SE and the car B with a floor selector BSE. The floor selectors may be o f any suitable type such as are usually employed in elevator systems and may be located at any suitable point such for example as in the penthouse or in the elevator shaft.

The floor selector SE for car A (Figs. 1 and 5) is provided with a set of up contact segments and a set of down Contact segments arranged according to the floors and disposed to be engaged by cooperating brushes 30 to 31, inclusive, for the up direction and 40 to 41, inclusive, for the down direction. The brushes are mounted upon and insulated from a movable arm SM.

The movable arm is operated in accordance with the movements of the car by means of a screw shaft I5 that may be driven by some part of the operating mechanism of the car, for instance by a shaft I6 connected to the hoisting drum I3. The frictional engagement between the arm SM and its operating screw I5 will cause the arm to bear upon the up contact segments when the car is traveling upwardly and upon the down contact segments when the car is traveling4 downwardly. It will be understood that the arm will tilt from one side to the other when the direction of operation of the carlis reversed.

However, in the present system when the car is at a terminal, it is desirable to have the arm SM tilt to the opposite direction as soon as the car is in condition to travel in the opposite direction, without waiting until the car actually begins to move. For this purpose, each floor selector is provided with a pair of electromagnets which tilt the oor selector arm for the up direction when the car is at the lower terminal upon the cars up switch being closed and to tilt the selector arm to the down direction when the car is at the upper terminal upon the cars down switch being closed. The electromagnets on the floor selector SE (Fig. 1) are designated as 48 for the up direction and 49 for the down direction.

The group of up contact segments designated as a. under the advance brush 35, the intermediate brush 3l and the standing brush 32 are provided for energizing the stop position indicating lamps as the car moves from floor to oor.

The group of up contact segments designated as b under the brush 33 are provided for energizing the stop call signal lamps when stop calls are registered for the various floors. The brush 33 is made thick enough to bridge the gap between the contact segments to maintain the constant lighting of any lamp for which the circuit has been closed.

, The group of up contact segments c under the brush 34 are provided for energizing the zone relays ZUZ, 3UZ, etc. in accordance with the position of the car. The brush 34 is made thick enough to bridge the gap between adjacent contact segments so that some one of the zone relays will always be energized.

The group of up contact segments designated as d under the forward brush 35, the middle brush 36, and the stopped brush 31 are provided for energizing the cancelling or restoring coils IUQ, etc., when a stop is made in answer to a registered call.

The contact segments on the down side of the floor selector are engaged by the down brushes 42 to 41, inclusive, when the car is descending and correspond to the contact segments just described for the up direction, those marked e being for the stop position indicating lamp segments, f the stop call lamp segments, g the down zone relay segments and h the cancellation coil segments.

The floor selector BSE for car B is similar to the one described for car A and inasmuch as the control system for car B is similar to that just described for car A, a detailed description of the control system for car B is omitted.

The spacing and positioning of the contact segments on the floor selectors are an old art and it is well known that the position of the contact segments and the contact brushes cannot be selected until the height of a building, the distances between lloors, etc., for a given installation are known. After these details are supplied, any mechanic acquainted with the art will be able to satisfactorily locate the contact segments and brushes for connecting the circuits of the cars in accordance with the floors past which they operate.

A relay M is connected in parallel with the high speed `decelerating relay E to so control the cancellation brushes 35, 36, 3l and 45, 46 and 4l that a registered call will be cancelled as soon as a car-running button is released to answer the call and to keep the call cancelled and thereby prevent the registration of another call on the same button until after the car completes its call and leaves the floor.

A voltage relay K is connected across the circuit between the generator 22 and the motor I8 and provided with contact members KI in the circuit of the high speed relay V. The relay K prevents the high speed relay V from becoming eiective after the motor starts until the voltage rises to a predetermined value.

The invention may be understood more clearly by the following assumed operation of the apparatus illustrated in the drawings.

It will be assumed that the switches 2l, 26 (Fig. 6) B26 (Fig. 8) and 38 (Fig. '7). are closed to prepare the cars for operation, that car A is standing at the lower terminal floor ready for an up trip and that car B is standing at the upper terminal floor ready for a down trip. The closing of the switch 2t for car A connects the driving motor 25 to a source of supply and thereby starts the generator 22 into operation. Similarly, the closing of the switch B2S for car B starts the motor B25 and a generator B22 into operation. The closing of the switch 38 connects the zone relays to the control system to limit the stop call signals to the nearest car.

The closing of the switches 2'I energizes the iield winding i9 of the hoisting motor I3 of car A and the field winding BI of the hoisting motor BIB of car B to prepare the motors for operation. The closing of the switches 2l also energizes the up direction preference relay W of car A by a circuit extending from the supply conductor L+! through the contact members D5, X6 and ULS and the coil W to the supply conductor L- l, and energizes the down direction preference relay BX of car B by a circuit extending from the supply conductor L-ithrough the contact members BUS and BW@ and the coil BX to the supply conductor L-5 (Fig. 8).

The energization of the up direction relay W (for car A) closes its contact members W2 thereby energizing the car button holding coils 2CC, SCC and iCC by a circuit extending from the supply conductor L+I through the contact members W'I and the coils named to the supply conductor L-I (Fig. 6). If any of the car buttons in car A are pressed by the car attendant during the up trip they will be held in their operated condition by the energized holding coils until the car reaches the upper terminal or the direction of its operation is changed.

When the up direction preference coil W is energized by the closing of the contact members X6 the electromagnet 43, in parallel circuit with the coil W, is energized to tilt the arm SM of the floor selector from its down position to its up position, thereby causing the up brushes to engage the up contact segments for car A.

Inasmuch as car A is standing at the lower floor, its contact brush 32 is in engagement with the contact segment ai of the floor selector SE, thereby energizing the indicating stop position signal lamp iS by a circuit extending from the supply conductor L-1-2 (Fig. 6) through the lamp IS, contact segment aI, brush 32, conductors 3| and 62 and the contact members N4 to the supply conductor L-2. The lighting of the lamp IS in the indicating device 58 of car A indicates that the position of the car is at the rst iloor.

Inasmuch as car B is at the upper terminal ready to start down, its down brush B42 is on the down contact segment Be of the floor selector BSE (Fig. 8), thereby energizing the stop-position signal lamp BSS by a circuit extending from the supply conductor L+@ through lamp BSS, conductor 53, contact segment Be, brush B42, conductor 64 and contact members BN4 to the supply conductor L-. The lighting of the signal lamp BBS indicates that the position of car B is at the upper terminal.

Inasmuch as the cars are disposed at opposite terminals, the zoning brushes do not engage the zone relay contact segments, therefore none of the zone relays 2DZ, etc. is energized.

It will now be assumed that a waiting passenger, desiring to make an up trip at the third oor, presses the up direction button 3UJ (Fig. '7 at the third floor to give the nearest approaching up car a signal to stop at that floor. The pressing of the button 3UJ effects the lighting of the stop call signal lamp 3L in car A by energizing the call registering relay 3UR by a circuit extending from the supply conductor L-I-3 through the contact members of button 3UJ, the coil SUR and conductor 'I4 to the supply conductor L-3.

The ene-rgization of the relay SUR closes its contact members 3UR2 to complete a self-holding circuit for itself, thereby registering the call until it is answered. The energization of the relay SUR also closes its Contact members 3URI (Fig. 6) thereby energizing the stop call signal lamp 3L by a circuit extending from the supply conductor L-i-Z, through lamp 3L, the contact members 3CI, W4, 3URI and 2UZI, contact segment b2 and brush 33 to the supply conductor L-2. The lighting of the lamp 3L indicates that the attendant in car A should make a stop at the third iloor on its up trip.

Let it also be assumed that a passenger who enters the car at the lower terminal floor asks for a fourth iloor stop and that the car attendant thereupon presses the car button 4C to register a stop cali for the fourth floor. The pressing of the car button 4C opens its contact members 4CI and closes its contact members 4C2, thereby lighting the stop call signal lamp 4L in car A by a circuit extending from the supply conductor L|2 through the lamp` 4L, the contact members 4C2 and conductors 66 and 61 to the supply conductor L-2. The car button 4C is held in its in position after being operated, by the holding coil 40C.

It will now be assumed that the car attendant presses the up running push button UP to cause car A to make an up trip. The operation of the button UP closes its contact members UPI to start the car upwardly by energizing the up direction switch U and the inductor restoring relay H by a circuit extending from the supply conductors L-l-I through the contact members UPI and GI, the coil U, coil H, and the door contact members to the supply conductor L-I The energization of the up 'direction switch U closes its contact members UI, U2, U3 and U4.

The closing of the contact members U4 provides a self-holding circuit for the up direction switch. The closing of the contact members UI energizes the brake magnet 6 thereby releasing the brake 5. The closing of the contact members U2 and U3 energizes the auxiliary eld Winding 23 of the generator 22 by a circuit extending from the supply conductor L|I through the contact members U2, the eld Winding 23, the contact member U3 and resistors 1I and r2 to the supply conductor L-I The release of the brake 5 and the energization of the auxiliary field winding 23 causes the generator 22 to operate the hoisting motor I8 to rotate the hoisting drum I3 and start the car upwardly.

The energization of the inductor restoring relay H closes its contact members HI, thereby energizing the intermediate speed relay N by a circuit extending from the supply conductor L+I, through the contact members Fl and F2, coil N and contact members Hl to the supply conductor L* I.

'I'he energized intermediate speed relay N closes its contact members NI, thereby short circuiting the resistor r2 in the circuit of the auxiliary field winding 23, thus causing the car to operate upwardly at its intermediate speed.

The energization of the intermediate speed relay N also opens its contact members N4 in the circuit for stop position lamp IS for the rst floor, thereby extinguishing that lamp. However, the energization of the relay N also closes its vcontact members N3 and thereby lights the stop position lamp 2S for the second floor by a circuit extending from the supply conductor L+! through the lamp 2S, the contact segment a2, brush 3| and contact members N3 and V5 to the supply conductor L-Z. The car is now just leaving the first floor and its stop position signal lamp 2S is lighted to indicate that, if a stop is to be made at the second floor, the car running button must be released immediately. However, no stop is to be made and the car will continue.

At this point in the operation of the car, the voltage on the generator increases to such a degree that the voltage relay K is operated to close its contact members KI thereby completing a circuit for energizing the high speed relay V, which circuit extends from the supply conductor L-l-l through the contact members UP2, El and E2 the coil V and the contact members Kl to the supply conductor L* I.

The energization of the high speed relay V closes its contact members Vl thereby short circuiting the resistor rl in the circuit of the auxiliary field winding 23, thus increasing the speed of the car to its full speed.

At this instant the car has moved upwardly to such a point that it cannot now be stopped at the second floor and inasmuch as the high speed relay V has been energized, it opens its contact members V5 to deenergize the stop position signal lampi 2S for the second floor and closes its contact members V4 to energize the stop position lamp 3S for the third floor, the car having proceeded to such a point that the advance brush 30 is now on the segment a3. The circuit for the lamp 3S extends from the supply conductor L-l-I through the lamp 3S, contact segment a3, brush 30 and the contact members V4 to the supply conductor L-Z.

The lighting of the stop position lamp 3S indicates that the car running button UP should be released at once if the car is to stop at the third iloor. Inasmuch as the stop call signal lamp 3L was lighted by the passenger pressing the up button 3UJ at the third iloor, the car attendant now observes that the two lamps 3S and 3L are lighted side by side and this indicates to him that he should release his car switch to make a stop in answer to a call. In Fig. 2, the lamps 3S and 3L are shaded to indicate the lighted condition which the car attendant observes upon now looking at the indicator device. The car attendant does not need to make any mental calculations or try to determine the position of the car or any other fact. All he needs to do is to release the car-running button whenever he observes two side by side lamps illuminated simultaneously and the car will then automatically stop at the floors for which stop signals have been given.

It will be assumed that the car attendant now releases the up running button UP thereby closing its contact members UP3 thus energizing the cancellation control relay M and the high speed decelerating inductor relay E to cancel the stop call and stop the car level with the third floor. The circuit through the relays M and E extends from the supply conductor L-l-l through the contact members UP3 and DP3, to a `junction point 56 where the circuit divides, one branch extending through the coil M to the supply conductor L-l and the other branch extending through the coil E and the contact members H2 to the supply conductor L- l.

The energization of the cancellation control relay M closes its contact members Ml (Fig. 7) thereby energizing the up cancellation brush 35 for car A, and, inasmuch as that brush is now on the up contact segment d3 for the third floor, the cancellation coil 3UQ is energized by a circuit extending from the supply conductor L+3 through theA contact members 3UR2, the coil 3UQ, the Contact segment d3, forward brush 35 and the contact members V1 and Ml to the supply conductor L-3. The energization of the cancelling coil 3UQ overcomes the energized coil SUR thus deenergizing the registering relay 3UR and causing it to be restored to its normal condition thus cancelling the up registering stop call at the third floor as soon as the car starts to answer that call.

The deenergization of the relay 3UR opens its contact members 3URI, 3UR2, and 3UR3. The opening of the contact members SURI extinguishes the stop call signal lamp 3L for the third floor. The opening of the contact members 3UR2 opens the self-holding circuit for the relay 3UR. The opening of the contact members 3UR3 (Fig. 8) opens the circuit to the stop call lamp B3L in car B. However, that lamp was not lighted when the contact members 3UR3 were closed because the contact members BW4 of the up direction switch of car B were open and thus no signal resulted in car B when the up call was registered at the third floor.

By the foregoing operation, it is seen that a registered iloor call is cancelled by the rst act of the car attendant in answering that call, namely releasing the car running button.

As the car continues toward the third floor, the inductor relay E comes opposite the up inductor plate UE and is thereby operated to open the contact members El which, in turn, open the circuit for the high speed relay V and deenergize that relay.

The deenergization of the high speed relay opens its contact members VI, V2, V4 and V1 and closes its contact members V3, V5 and V6. 'I'he opening of the contact members VI reinserts the resistor rl in the circuit of the auxiliary field winding 23 and thereby reduces the speed of the car from high speed to intermediate speed. The opening of the contact members V2 opens the self-holding circuit for the relay V. The closing of the contact members V3 energizes the intermediate speed inductor relay F in preparation for further deceleration of the car. The opening of the contact members V4 deenergizes the brush 30 but the closing of the contact members V5 energizes the brush 3l. The movement of the car has now continued to such a point that the brush 30 has run off the contact segment a3 and the brush 3l has run upon the contact segment a3, thereby transferring the lighting of the lamp 3S from the brush 75 30 to the brush 3| and thus maintaining the lighting of the lamp 3S regardless of the upward movementl of the car.

The opening of the contact members Vl opens a circuit to the forward cancellation brush 35 and the closing of the contact members V6 transfers the cancellation circuit from the forward cancellation brush 35 to the middle cancellation brush 36 which is not disposed on the contact segment d3 because the car has moved nearer to the third oor. In this manner, the cancellation coil BUQ is maintained in an energized condition while the car is decelerated to the stop at the third floor and hence no one can again register a stop call on the up third floor push button while the car is decelerating to stop at that floor.

As the car continues to approach closed to the third floor, the indicator relay F passes the up inductor plate UF and is thereby operated to open its contact members Fl, thus deenergizing the intermediate speed relay N, which, in turn, now opens its contact members NI, N3 and N6 and closes its contact members N2, N4 and N5. The opening of the contact members Nl reinserts the resistor r2 in the circuit of the eld winding 23 and thereby reduces the speed of the car from intermediate speed to stopping speed.

The closing of the contact members N2 energizes the stopping inductor relay G by a circuit extending from the supply conductor L-l-I through the contact members UP3, DPS and N2, the coil G and the contact members H2 to the supply conductor L-L The opening of the contact members N3 deenergizes the brush 3| and the closing of the contact members N4 energizes the brush 32 which has now moved on to the contact segment a3. The lighting of the stop call signal lamp 3S is thereby transferred from the brush 3| to the brush 32 on contact segment a3 and the lamp will remain lighted While the car cornes to a stop and stays at the third floor.

The opening of the contact members N6 deenergizes the middle contact brush 35 and the closing of the contact members N5 energizes the stopping brush 3l thereby transferring the circuit for the cancellation coil SUQ from the middle brush 36 to the stopped brush 31 and inasmuch as the energized brush 3l is now on the contact segment d3 because the car is close tothe third floor, the cancellation coil SUQ will remain energized while the car comes into and stops at the third iioor. It will be noted that this circuit will not be reopened until the intermediate speed relay N is again energized when the car leaves the third licor. Hence, it is now seen that the cancellation coil 3UQ was energized to cancel the registered call at the third oor as soon as the car attendant released the car running button and that it will remain energized while the car decelerates and stops at the third oor and until the car leaves the third door. Therefore, when a car starts to answer a stop call at a` floor, that call is immediately cancelled and no new call can be re-registered until after the car completes its answer to the call and leaves the oor.

It will be assumed now that the car A approaches very clcse to the third floor at its stopping speed and that the stopping inductor relay G is thus brought opposite the up inductor plate UG, and is thereby operated to open its contact members Gl. The opening of the contact members Gl deenergizes the up direction switch U and the restoring inductor relay H.

The deenergization of the up direction switch U opens its contact members Ul thereby deenergizing the brake magnet E; opens its contact members U2 and U3 thereby deenergizing the auxiliary iield winding 23; opens its contact members U4 thereby opening its self holding circuit; and closes its contact members U5 thereby closing an interlock switch in the circuit for the down preference relay X. The deenergization of the auxiliary eld winding 23 stops the hoisting motor l@ and the deenergization oi the brake magnet B causes the application of the brake 5 to bring the car to a stop level with the third floor.

It will also be noted that, as the speed of the generator 22 and the motor i8 decreased, the Voltage on the Voltage. relay K dropped to such a point that the relay K opened its contact members Kl in the circuit of the high speed relay V. The relay K. is now restored to its normal condition when the car is not running.

The deenergization oi the inductor restoring relay H opened its contact members Hl and H2. The opening of the contact members Hl interlccks and prevents the energization of the speed relay N until after an up or a down direction switch is energized. The opening of the contact members H2 deenergizes and restores the inductor relays E, F and G so that they will not again be energized until the car makes another run and cornes to another stop,

The deenergization of the inductor relay E closes its contact members El in the circuit of the high speed relay V and thereby prepared that relay for energization when the car is again operated. The deenergization of the inductor relay F closes its contact members Fl and thereby pre.- pared the intermediate speed relay N for energization when the car is again started. The deenergization of the stopping relay G closed its contact members Gl and G2 thereby preparing the up and the down direction switches and the inductor restoring relay I-.l for operation when the car is again started.

The car is now stopped at the third floor and the car attendant opens the door (not shown) thereby opening the door contact members 5S.

It will be recalled that the up stop call signal lamp EL still remains lighted indicating that a stop should be made at the fourth floor. It will now be assumed that the car attendant closes i the up direction switch U and the inductor rel storing relay I-I, as previously described when the car left the first floor.

The' energized relay H recloses its Contact members H2 to prepare the inductor relays for operation and closes contact members HI to energize the intermediate speed relay N.

The energization of the intermediate speed relay N causes the car to increase its speed as previously described, and also opens its contact members N2, Nl and N5 and closes its contact members N3. The opening of the contact members N2 interlocks and prevents energization of the stopping inductor relay G. The opening of the contact members NE deenergizes the brush 35.

Thev opening of the contact members N4 deenergizes the brush 52 now on contact segment a3 and thereby extinguishes the stop position lamp 3S. At the same time, the closing of the Contact members N3 energizes the brush 3l now on contact segment all thereby indicating that the car running button should be released at once if the car is to stop where the next call is registered (at the fourth floor).

It may be noted here that the present system is one designed to run at moderately high speed and that consequently the deceleration of a car from high speed to a stop must be started when it is approximately eleven feet away from the floor at which the stop is to be made. Also when a car is to make only a one floor run, it must not be permitted to attain high speed after starting or it will not be able to stop at the next floor. One of the purposes of the voltage relay K is to prevent operation of the high speed relay V until the car has moved say approximately half a floor. This gives the car attendant sufficient time to start the car then operate the car controls to stop at the next floor, thus making a oney floor run. The voltage relay K may be designed to operate at a voltage somewhat less than the highest Voltage generated when the intermediateI speed relay is in so that voltage relay K can act while the intermediate speed relay N is in to bring in the high speed relay V. Therefore, when a car is standing at a floor and a stop is to be made at the next floor, the stop position lamp for the next iioor Will light as soon as the car is started from the fioor where it is standing so that the attendant may know to at once release the car running button before the car gets up to high speed.

In the present instance, as soon as the car attendant starts the car upwardly from the third floor stop, the stop call signal lamp 4L and the stop position lamp 4S opposite each other are lighted simultaneously side by side and the attendant, observing the two side by side lamps lighted, immediately releases the car running switch to cause the car to make a stop in response to the signal given by the lighting of the two side by side lamps. In this position of the car, it is running at intermediate speed and the high speed relay V will not be energized. Therefore, the releasing of the car switch UP now closes the circuit for energizing the intermediate speed inductor relay F, which circuit extends from the supply conductor L+l, through the contact members UP3, DP3, V3, the coil F and the contact members H2 to the supply conductor L-I. As the car continues toward the fourth floor, the inductor relay F comes opposite the inductor plate UF for the fourth floor and is thereby operated to open its contact members FI thus deenergizing the Lintermediate speed relay N.

The deenergization of the intermediate speed relay N decreases the speed of the car as previously described to its stopping speed and also closes contact members N2 thereby energizing the stopping inductor relay G to stop the car when it arrives at the fourth floor.4

The deenergization of the relay N also opens its Contact members N3 thereby deenergizing the brush 3| now on contact segment a4, and closing contact members N4 thereby energizing the brush 32 now sliding upon the contact segment a4, thus transferring the lighting of the stop position lamp 4S from the brush 3|v to the brush 32 so that the stop-position lamp will remain lighted while the car comes into and stops at the fourth floor.

. As the car A decelerates to its stopping speed within about one and one-half inches of the fourth floor, the stopping inductor relay G is brought opposite the stopping inductor plate UG for the fourth floor and is thereby 4operated to open its contact members Gl. The opening of the contact members Gl deenergizes the up direction switch U and the inductor restoring relay H. The deenergized switch U opens its contact 5 members Ul U2, U3 and U4 thereby deenergizing the winding 23 to stop the hoisting motor, deenergizing the brake magnet 6 to apply the brake 5 and destroying the self holding circuit for relays U and H. The deenergization of the wlnd- 10 ing 23 and the magnet 6 stops the hoisting motor i8 and applies the brake 5, thus bringing the car to a stop level with the fourth floor.

The deenergization of the inductor restoring relay H also opens its contact members H2 to 15 deenergize the decelerating and stopping inductor relays E, F and G and prevent their reenergization until after the car is again started.

It may be noted here that as car A made the one floor run from the third floor to the fourth 20 floor and decelerated to the stop at the fourth floor, the intermediate speed relay closed its contact members NS (Fig. 7) in the circuit leading to the middle brush 36 as that brush engaged the contact segment d4 and then later opened 25 those contact members and closed its contact members N5 when the circuit leading to the stopped brush 3l as that brush engaged the contact segment d4 and thereby maintained a circuit to the cancellation relay 4UQ which Would prevent the registration of any stop call on the up floor button 4UJ at the fourth floor while the car was decelerating to and stopping at that floor.

It will be assumed that the car attendant new opens the door so that the passenger who desired to get off at the fourth floor may leave the car at that point.

It will be assumed that the car attendant closes the door after the passenger leaves thereby closing the door and gate contact members 59 and thus preparing the car for operation. It will also be assumed that the car attendant again presses the up running button UP thereby energizing the up direction switch U and the inductor restoring relay H, as previously described.

The energization of the switch U starts the car and the energization of the relay H closes its contact members HI thereby energizing the intermediate speed relay N, vas previously described. The energized relay N opens its contact members N4 and closes its contact members N3. The opening of the contact members N4 deenergizes the brush 32 now on the contact segment a4 for the fourth floor, thus extinguishing the stop- 55 position lamp 4S. The closing of the contact members N4 energizes the brush 3| now 0h contact segment a5 thereby energizing the stopposition lamp 5S by a circuit extending from the supply conductor L-l-Z through the lamp 5S, 60 the Contact segment a5, brush 3l and contact members N3 and V5 to the supply conductor L-2.

As car A continues upwardly, the high speed relay V is energized and thereupon closes its con- 65 tact members V4 and opens its contact members V5. As the car comes up to top speed, it can no longer stop at the fifth floor but is in position to stop at the sixth floor. Therefore, the lamp 5S is extinguished and the lamp BS is lighted. 70 This is accomplished by the closing of the contact members V4 energizing the brush 30 which is now on the contact segment a6 and thereby lighting the lamp ES by a circuit extending from the supply conductor L|2 through the lamp GS, the 75 contact segment a6, brush 30, contact members Vfl to the supply conductor L-2.

As car A comes into and is stopped at the sixth floor by the usual limit switches (not shown) the high speed relay V is deenergized and closes its contact members V5 and opens its contact members V4 thus transferring the lighting of the stop position lamp GS from the brush 30 to the brush 3I. As the car comes still closer to the sixth iloor, the intermediate speed relay N is deenergized thus closing its Contact members N4 and opening its contact members N3. The opening of the contact members N3 deenergizes the brush 3l and the closing of the contact members N4 energizes the brush 32 now on the contact segment a6, thereby transferring the lighting of the lamp SS from the brush 3l to the brush 32 so that the lamp BS will remain lighted as the car comes into and stops at the sixth iloor.

When car A arrives at the upper terminal, its upper limit switch ULS is operated to open the circuit of the up direction preference relay W thereby deenergizing that relay to open its contact members WI, W2, W3, W4 and W5 in the circuits of the stop call signal lamps 2L, 3L, 4L, 5L and 6L, thereby rendering the up contact segments b2, b3, b4, b5 and h6 ineffective while the car is making its down trip. The deenergized relay W also closes its contact members W6 and opens its contact members W1.

The opening of the contact members W'I deenergizes the car button holding coils ZCC, SCC, ICC and ECC, thereby restoring to normal condition the car button 3C on car A which was operated by the car attendant to signal an up stop at the third floor on the up trip.

The closing of the contact members W6 energizes the down direction preference relay X of car A by a circuit extending from the supply conductor L-l-I through the Contact members U5, W8 and DLS, and the relay X to the supply conductcr L- I.

When the down direction preference is energized, the electromagnet 49 in therewith is energized to tilt the floor selector arm SM from its up position to its down position thereby causing the down brushes to engage the down Contact segments of car A.

The energization of the down direction relay X closes its contact members XI, X2, X3, X4 and X5, thereby connecting the stop call signal lamps IL, 2 L, 3L, 4L and v5L in car A to their Contact segments fI, f2, f3, f4 and f5 for down direction operation, so that the stop call signal lamps in car A may be operated by either the push buttons in the car or at the oors for down direction operation.

The energization of the down direction relay X also closes its contact members Xl, thereby again energizing the car button holding coils ECC, 3CC, 4CC and 50C, If any of the car buttons in car A are pressed by the car attendant during the down trip, they will be held in their operated relay X parallel condition by the energized holding coils until the car reaches the lower terminal where the direction of its operation is changed.

By the foregoing operation, it is seen that pressing of either a car signal button or a Iioor signal button will cause the operation of signal lamps in the car in such manner as to indicate to the car attendant when to release the car switch to automatically stop the car level with the floors for which the signal buttons have been operated. Therefore. it is evident that with this system it is unnecessary for the car attendant to do anything after starting the car, except watch the indicating device and release the car running push button for such stops as are to be made when they show up on the indicating device.

Cars A and B are now standing at the upper terminal and each car is ready for a down trip. Inasmuch as car B has been Waiting with its door open, it will be assumed that a passenger boards car B and that the attendant in car B closes the door (not shown) thereby closing the door Contact members B59, and presses the car running button BDP to run the car downwardly.

The pressing of the push button BDP closes its contact members BDPI and BDP2 and opens its contact members BDP3. The opening of the Contact member BDP3 prevents energization of the deceleration and stopping inductor relays BE, BF and BG until the running button BDP is released to stop car B. The closing of the contact members BDPZ prepares the high speed relay BV for energization.

The closing of the Contact members BDPI energizes the down direction switch BD by a circuit extending from the supply conductor L-l-E through the contact members BDPI and BG2, the direction switch BD, the inductor restoring relay BH and the door contact members B59 to the supply conductor L-5. The energized down direction switch BD closes its contact members BDI, BD2, BB3, and BD4 and opens its contact members BD5. The closing of the contact members BDI energizes the brake magnet BB by a circuit extending from the supply conductor L|5 through the contact members BDI and the magnet B5 to the supply conductor L-5. The closing of the contact members BD2 and BD3 energizes the auxiliary eld winding B23 by a circuit extending from the supply conductor L|5 through the contact members BDS, the winding B23, the contact members BD2 and the resistors BrI and Br2 to the supply conductor L-5. The closing of the contact members BD4 establishes a self-holding circuit for the down direction switch BD. The opening of the contact members BDS provides an interlock in the circuit of the up direction preference relay BW.

The energization of the eld winding B23 and the brake magnet BE causes the release of the brake B5 and the energization of the hoisting motor BIB to move the car B downwardly.

The energization of the inductor restoring relay BH closes its contact members BHI and BH2. The closing of the contact members BH2 prepares the stopping inductor relays BE, BF and BG for energization when it is desired to stop car B and the closing of the contact members BHI energizes the intermediate speed relay BN by a circuit extending from the supply conductor L|5 through the contact members BFI and BF2, the relay BN and the contact members BHI to the supply conductor L-5,

The energization of the intermediate speed relay BN opens its Contact members BNI, BN4 and BNS and closes its contact members BN2, BN3 and BNB. The clesing of the contact members BN3 short circuits the resistor Br2 in the circuit of the field Winding B23 and thereby causes the car to operate at its intermediate speed. The opening of the contact members BNI prevents cancellation o f a call while car is running at intermediate speed Without answering a call and the closing of the Contact members BN2 prepares to cancel a call received.

The opening of the contact members BN4 deenergizes the down brush B42 now on the contact segment Be@ thereby extinguishing the stopposition lamp BSS for the floor which the car is leaving, and the closing of the contact members BN@ energizes the brush Ball now on contact segment B thereby lighting the stop-position lamp BES for the next lcor by a circuit extending from the supply conductor L-l- (Fig. 8) through the lamp BES, conductor 65, the contact segment B65 and brush B4! and contact members BNG and BV'I. The stop-position lamp BES is lighted to indicate that if a stop is to be made, at the iifth floor, the car button must be now released. However, inasmuch as no stop is indicated by the stop call signal lamp BSL, the car attendant does not release the car running push button.

As car B continues to move downwardly from the upper terminal, say one-half floor, the generator Voltage increases to thepredeterminedpoint where the voltage relay BK is operated to close its Contact members BKE, thereby energizing the high speed relay BV to close its contact members BV2, BV3, BV4 and BVG and open its contact members BVI, BV5 and BV?. The closing of the contact members BV3 short circuits the resistor Br! in the circuit of the eld winding B23 and thereby causes the car to run at its normal high speed. The closing of the contact members BV4 establishes a self-holding circuit for the high speed relay BV. The opening of the Contact members BV5 prevents energization of the intermediate speed inductor relay BF until the intermediate speed relay BV is again deenergized.

The opening of the contact members BV'I deenergizes the brush B4! and the closing of the contact members BVB energizes the brush B40, which is now on the contact segment Be4 by reason of the downward movement of car B, and in such position energizes the stop position lamp B4S by a circuit extending from the supply conductor L|6 through lamp B48, conductor 16, the contact segment Bell, brush B49 and the contact members BVG to the supply conductor L-6. Inasmuch as the stop call lamp B4L is not lighted, the attendant makes no move to stop the car, even though the stop position indicating lamp is lighted. As the car moves on downwardly, the advance brush B40 leaves the contact segment Beil, thereby extinguishing the lamp B48 and engages the contact segment B63, thereby lighting the lamp BSS, thus indicating that if a stop is to be made at the third floor, the car running button should be released immediately. However, inasmuch as the stop call lamp beside the lighted stop position lamp is; net lighted, the attendant makes no move to stop the car.

With car A standing at the upper terminal ready to go down and with car B traveling downward and just passing the fourth floor and approaching within stopping distance of the second floor (which is approximately a little more than one and one-half iloors above the second floor) it will be assumed that a waiting passenger at the second oor, desirous or" going down, presses the down button 2DJ and thereby lights the stop call signal BEL in car B, but does not light the similar stop call signal 2L in car A. Under these conditions as car B continues on down, it will come to the point where the stop-position lamp B2S and the stop-call lamp B2L will be lighted simultaneously in side-by-side position, and the operator observing them will release the car running button and thus stop the car at the second floor to take on the waiting passenger.

The pressing of the floor button 2DJ energizes theregistering relay 2DR by a circuit extending from the supply conductor L-l-3 through the contact members .of the push button 2DJ, the relay 2DR and the conductor 64 to the supply conductor L-3. The energization of the registering relay 2DR. closes its contact members ZDRI, 2DR2 and 2DR3. The closing of the contact members 2DR2 completes a self-holding circuit for the relay 2DR. The closing of the contact members 2DR3 lights the stop-call lamp BEL in car B, by a circuit extending from the supply conductor L-l-G through the lamp BZL, the contact members BZCI, conductor 6l, contact members BX4, 2DR3 and 3DZ2, contact segment Bf3 and brush B43, to the supply conductor L-.

The closing of the contact members ZDRI in the circuit leading to the stop call lamp 2L in car A (Fig. 6) fails to light that lamp because of the .operation of the zone relays. Hence the stop call atthe second floor is restricted to lighting the stop-call signal lamp in only the nearest appreaching car.

The following explanation of the zone relays will disclose how a registered iloor call lights the corresponding stop call lamp in only the nearest approaching car and does not light the stop call lamps in the other approaching cars. For instance, car B and car A are both approaching the stop call at the second floor, but the stop call in car B is lighted while the stop call lamp in car A corresponding to the second floor is not lighted.

With car A standing at the upperI terminal ready for a down trip, its zone brush 44 is not in engagement with any ofthe zone contact segments g, therefore car A does not operate any of the zone relays 5DZ, 4DZ, etc.

However, with car B at the fourth floor on its down trip, its zone brush B44 is in engagement with the contact segment B94 thereby energizing the zone relay 4DZ by a circuit extending from the supply conductor L-i-3 through the zone relay 4DZ, the contact segment Bg4 and brush B44 to the supply conductor L-4.

The energization of the zone relay 4DZ opens its contact members 4DZl in the circuit to the stop-call lamps in car A (Fig. 6) and opens its contact members 4DZ2 (Fig. 8) in the circuits leading to the stop-call lamps in car B. By referring to the circuits for the stop-call lamps in car B, it will be seen that the opening of the contact members 4DZ2 has no effect on the circuit already established for energizing the stopcall lamp B2L in car B, inasmuch as that circuit extends from brush B43 through contact segment Bf3 as car B passes the fourth :door and thence through the closed contact members 3DZ2, etc., as heretofore described. By referring to the circuit for car A, it will be seen that with car A standing at the upper oor ready for a down trip, although its down brush 43 engages the contact segment f5 for the fth floor, no current can be supplied through it to the stop-call lamp 2L in car A, even though the contact members ZDRI of the registering relay 2DR have been closed in the circuit leading to the lamp 2L, because the zone contact members 4DZ! are open.

In this manner, it will be seen that the zone relays operated by the zone brushes 34 and 44 of car A and B34 and B44 of car B prevent the lighting of the stop call lamps except in the car y

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