BE626924A - - Google Patents

Description

       

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  Elevator traffic control and regulator system.



   The present invention relates to control systems for elevator cabins working in groups.



   These systems ensure that the booths operate according to specific work schedules which are calculated to meet different conditions. The selection of the cabin work program is occasionally made by hand based on observations made by the chief lift attendant or an attendant.



   Such an installation of elevators is, moreover, usually provided with a dispatching or traffic regulator device, making it possible to better coordinate the operation of the cabins. This device chooses, among the different cabins, the one which will be the first to be installed. restart and minute periods of time

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   *. purifying the successive departures. The cabins leave, when they go up, from the main waiting level, usually the ground floor of the building, while, during the descent, the cabins leave either from the upper landing, or another level lower than this upper level.

   Experience has shown, however, that the distribution of cabins along the route to be traveled is irregular.



   The present invention relates to a cabin control system? considerably improved elevator system which is characterized in that it comprises circuits containing several control devices among which a first control switching device and a second control switching device for changing the operation of the elevator cars in accordance with one or the other preset traffic program, a third control device being provided to measure without interruption, relative to a waiting terminal, the difference between the travel times of the ascending cabins and the journey times of descending cabins,

   while a fourth control device responds to the measured travel time differences and automatically chooses an operating mode for the cars in accordance with a given traffic program as a function of a determined measured difference while choosing a so-called 'operating mode will make for a different measured difference. the invention provides electronic means for automatically adjusting the waiting time in accordance with variations in traffic conditions, these means consisting in automatically choosing, from among several work programs, the suitable program, best for the conditions of the traffic. existing traffic, as measured by a comparison between the rise time and the descent time of the cabins as well as by the comparison of the loads of these cabins.



   Another feature of the invention consists in coordinating and regulating the operation of the cabins, in the case of a

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 "timed departure" of the cabins from a waiting level, by automatically adjusting the waiting time according to the advance and delay of the cabins when they arrive at this level.



   The invention is applicable in a device in which one must choose, at a given moment, one of several determined work programs which control the movements of the cabins, the determined work program chosen being a function of the working conditions. actual traffic existing at that time. These traffic conditions can be expressed using several factors.

   In a preferred embodiment of the invention, the travel time of the cabins or the chart. cabins, or both, can be measured to give an indication of the traffic existing at that time. This is how we can compare the load of these ascending cabins to the load of the descending cabins, or you can compare the time that has elapsed since all the ascending cabins left the lower landing. at the time which: 'has elapsed since all the descending cabins left the terminus. Optionally, the dull factor and the load factor can be combined to obtain a measure of existing traffic.



   Regardless of the calculation method used, when the total measured quantity relating to the ascending cabins exceeds by a determined value the measured quantity relating to the descending cabints, the device intervenes automatically to choose a work program able to take account of the traffic. . Conversely, if the difference between the factors measured is in favor of the descending cabins, the device intervenes to choose a work program that facilitates the transport of the descending passengers.

   During periods when the difference between the measurements of the ascent traffic and the descent traffic does not exceed a determined value, the device intervenes to select a work program capable of serving the? ascending cabins and descending cabins.



   If desired, we can influence the waiting times. cabins at the waiting terminal while shining the difference in-

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 be the measured traffic indications.



   In the control system according to the invention, the waiting time is varied depending on whether the cars are late or ahead of their theoretical arrival time at the waiting terminal. This measurement is carried out without interruption; this means that, for each booth and for each measurement, a corresponding influence takes place until the moment of the next measurement. The influence of each measurement on the lengthening or shortening of the waiting time depends on the importance of the advance or the retraction of the cabin as well as the importance of the waiting time adopted at that time. . In addition, the waiting time is continuously lengthened or shortened while the car is either late or early.



   In the description given below, reference is made, for the parts specific to an elevator installation to which the invention can be applied, to the elevator installations described in US Pat. No. 2,589,242 and British Pat. n * 721,988.



   The features and advantages of the present invention will become clear from the foregoing, from the description given hereinafter with reference to the accompanying drawing of the operation of a preferred embodiment of the invention, as well as from the claims.



   In the accompanying drawings
Figure 1 is a simplified wiring diagram of automatic program selection circuits and rise timing circuits.



   Figure ls is used to locate the coils and contacts of figure 1, and
Figure 2 is a graph showing how the waiting time is varied for early or late booths.



   In figure 1 reference is made only to the contacts of certain relays or switched, for reasons of simplicity.

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 lion of) exposed. These reltis pu switches are designated !! in the manner 11 van te AIR - 1 31ai8 at auxiliary time.



  DGD - Auxiliary descent switch.



  DGU Auxiliary up switch.



    HCL Rise relay.



  HG - Upper cabin call switch.



  ML @ - Main landing switch.



  NO Relay no stop.



    SC - Relay, elector.
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  SCD Selection indicator relay.



  SU - Spacing relay.
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  XC ± - Switch-on suppression relay.



  This relay or switches correspond to relays or COW.l11uta- ter: 's similarly designated in U.S. Patent No. 2,682.31. The description given below concerns the part of the operation of the elevators corresponding to the excitation or
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 dt3excitàtion of each coil and the actuation of its contacts.



  To distinguish between the circuits of the different lifts, the references used to designate the various elements of the installation are assigned lowercase letters.
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 "a", nbn, "c" or "da depending on the lift considered.



   The resistors carry the reference R, the capacitors the reference C and the rectifiers the reference V. Tl and T2 designate triode electron tubes which can both be in the same
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 tube casing, for example the double triode type 6SN7. each triode having a control gate, an anode and a cathode. A voltage of + 120 volts is applied to the anode circuits of each tube, while a voltage of - 120 volts is applied to the corresponding cathode circuits. KS and TPS denote hand switches.



   Capacitors bear the references C1 and C3.



   The invention will be best understood by describing the following

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 your operations. It is assumed that the four cabins a to d operate as a group. Under these conditions, the relay not strop
NS and the XCS start-up suppression relay of each cabin are actuated, indicating that 1 & cabin is in service and able to be switched on ,, When the TPS hand switch is in position A, the installation is preset to operate in accordance with any one of three specific programs to best suit the installation during periods of heavy traffic.

   These programs can be said to be "heavy up traffic" which is used when essentially all the traffic escapes uphill (UP), for example when everyone enters the building; "heavy downhill traffic" which is used when essentially all the traffic is downhill (DP) for example when the building is empty, and "up and down" which is used when the traffic is substantially the same (UD) in both directions * In order to best describe how the automatic program selector continually measures traffic and automatically chooses, in response to these measurements, the predetermined program that best suits the traffic conditions existing ones, we will first describe the response of the automatic selector to a car, for example car a,

   when it is dispatched from the lower waiting landing, it travels to the upper landing and returns to its starting point.



   It is assumed that cabin a is on the lower attenta landing, ready to go up and that its turn to leave has come.



   Under these conditions, the DGUa auxiliary climb switch is actuated, indicating that the cabin is ready for climb, while the ATRa auxiliary time relay is tripped, indicating that it is the cabin's turn to leave. When the cabin has. leaves the main or waiting landing, the SUa spacing relay is actuated and remains actuated until the car changes direction to come back down.



   Relay SUa closes its contacts SU7a, which closes a negative load circuit of a gate capacitor C3 going

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 from the power supply terminal - 120 volts, via contacts SU7a,
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 p (} U9fI ..,. the resistor Rlla, the contacts XCS5a, the resistors R7.Za K13, zur14 and the grid capacitor C3, up to the earth line G .. The resistors R13 and R14 have an Influence of limitation so as to sufficiently brake the load.



   When the car reaches the upper landing, the relay
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 at auxiliary time ATKa is excited and separates its contacts A'1'H4a.



  When the car arrives at the upper landing and is put into the descent state, the auxiliary descent switch DGDa is actuated and closes its contacts DGD9a, while the spacing relay SUa releases and closes its contacts SU6a, which has no influence on this. moment. The relay SUa also opens its contacts SU7a so as to interrupt the negative load circuit of the gate capacitor C3. The DCUa auxiliary rise switch trips and opens its contacts J) GU9a, which has no effect at this time.



   While the cabin a is on the upper landing, waiting to be returned downwards, the grid capacitor C3 is discharged, at a slow determined speed, by the resistors
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 R14 #? 13 and kl.2a contacts XC85a, resistors tcl.la, 1ùOa and hand switch KS, to 1 earth G.



  When the auxiliary time relay A.Th trips in order to start the car a. down, its ATttç4a contacts close so as to complete a positive charge circuit of the
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 grid capacitor C3 passing through contacts J.T1 \ 4a,, 3t, T6a, DOD9ae resistor 1 \ lb., contacts XCS5a, and resistors): Rl2a, R13 and hul4.



  The gate capacitor C3 charges slowly in the
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 positive direction at a determined speed and continues in this way until the car reaches the lower or main waiting landing. When the car reaches the lower waiting level,
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 the time relay ATha is actuated and opens its contacts 6'iht, a, - '# "' #" .. Yf'- which interrupts the positive charge circuit of gate capacitor C3.

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   When the car is brought up from the lower standby landing, the auxiliary descent switch
DGDa trips and the auxiliary switch DGUa engages so as to open the contacts DGD9a and to close the contacts
DGU9a, respectively, This has no influence at this time, since contacts SU7a of the spacing relay SU are open and remain open until the car leaves the lower holding landing.



   As at the upper landing, when the cabin remains at the lower waiting landing while waiting to be sent upwards, the gate capacitor C3 discharges to earth at a determined slow rate, through the discharge circuit previously described.



   It emerges from the above that, when the cabin is uphill, the capacitor C3 receives a load from the source -120 volts. Conversely, when the cabin goes down, the capacitor receives a load from the source + 120 volts. In addition, while the car remains stopped at the upper or lower landing, the condensa-. tor receives no charge, neither negative nor positive, but instead it discharges and tends towards the earth potential.

   This positive or negative charge and this discharge are made possible by the fact that the circuit of the capacitor C3 has a common connection located at the junction of the contacts DGU9a, DGD9a, NO7a and of the resistors RlOa and R11a,
Figure 1 shows that circuits identical to the circuits described for booth a, exist for booths b, c, and d and that they are independent of each other in the sense that their state at any given time depends only on the position and any direction of movement of the corresponding cabin * without depending in any way on the state of one of the combined circuits.



   These different cabin circuits are connected in parallel to the junction point of resistors R12a, R12b, etc ... and R13.



  We can therefore see that the capacitor C3 receives a charging voltage ne-

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 gative for any rising cabin, that it receives a positive charge voltage for any falling cabin, and that it discharges towards the earth potential under the action of all the cabins which are at stop at either terminus.



   The charging speed of capacitor C3 is made dependent on the loaded weight of each cabin, independently of its direction of movement, thanks to the N07 contacts of the non-strop NO relay which are associated with the load weight measurement switch. born by the load of the corresponding cabin. When these contacts N07 close, they short-circuit the resistor hll so as to. increase the capacitor charging speed.

   If, for reasons of simplification, only one pair of contacts N07 sensitive to. load weight of elevators has been described, it is possible, if desired, to actuate several of these contacts according to different ones. degrees of loaded weight of the elevators, so as to progressively bypass larger and larger parts of resistor R11, as the loaded weight increases. Note that each resistor Rlla, Rllb, etc ... is in the common part of the charging circuit of capacitor C3 for each cabin, so that the influence of the loaded weight of a rising cabin can be canceled out by l influence of a similar loaded weight of a descending cabin.



   It emerges from the above that the polarity and the magnitude of the charge of the capacitor C3 and their influence on the control electrode of the vacuum tube T2 constitute the set of loaded weights of all the cabins in service at any given time, whether these cabins are moving or stopped. An excess of positive load indicates an excessive duration of downward strokes as well as the direction of travel for which the loaded weight of the cabins is predominant and therefore constitutes a measure of downhill traffic.

   Likewise, an excess of negative charge is an indication of the amount of uphill traffic. By actuating the hand switch KS, these results can be influenced.

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 hundred or not, at will, the cabins being at the terminus.



   The traffic measurement is used to, by operating the program selector switches XDP and XUP, select a determined work program suitable for the traffic measured at that time. The coils of the XDP and XUP program selector switches are connected via the respective rectifiers.



   V1 and V2, between the cathode of tube T2 and earth so as to actuate the CDP switch when the potential of the cathode of tube T2 becomes positive, by a certain amount, with respect to the earth and to actuate the XUP switch when the potential of the cathode becomes sufficiently negative with respect to the earth.



   Therefore, when the downhill traffic is predominant and the potential of the capacitor, C3, and of the control electrode of the cathodyne tube T2 becomes sufficiently positive, the excitation of. the coil of the selector switch to program XDP becomes sufficient (the cathode following the control electrode in the positive direction) for this switch to close its contacts XDP2 in the circuit of the "heavy traffic downhill" switch "DP and opens its XDP1 contacts in the up and down switch circuit.
UD. This has the effect of placing the elevators in the conditions of the intense downhill traffic program and disabling the “up and down” program.



   Conversely, when the heavy traffic downhill decreases, the charge of the capacitor C3 becomes sufficiently less positive that the potential of the cathode can no longer maintain the CDP switch actuated. This switch triggers and opens its XDP2 contacts so as to express operation in "heavy traffic downhill", while closing its XDP1 contacts which; in conjunction with the XUP2 contacts of the currently tripped XUP switch, closing an energizing circuit of the UD "up and down" switch coil. This results in selecting the determined schedule best suited to substantially balanced traffic.

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   If we assume that the uphill traffic becomes sufficiently intense, the potential of the capacitor C3 and of the control electrode of the tube T2 becomes negative enough to lower the voltage.
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 one-level cathode potential activating the switch XU4'J.



  This has the effect of opening the XUP2 contacts in the UD switch circuit and closing the XUP1 contacts in the switch circuit.
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 switchUP. In this way, the elevators are removed from the influence of the balanced upward and downward traffic progress and are made to operate according to the parameters of the "Heavy uphill traffic" program.



   If later the traffic reverses, the process reverses
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 switching takes place, resulting in the selection of either balanced or heavy traffic downhill program.
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 If you want to be able to choose between more than three programs, for example five programs, it is sufficient to add additional switches to the corners.
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 are sufficiently excited by internal step voltages between the values which actuate the CO, llL1J.túteurs XYZ and YOUP. The contacts of the additional switches must be inserted in the circuit of the coils of the corresponding p :: og'tl.n.nes accumulators.



   By continually measuring the number of cars moving in a given direction, their loaded weights and the duration of their travels in that direction, and by continually comparing this measurement to a similar measurement for cars moving in the opposite direction while, if desired, reducing any imbalance resulting from the moment when the cars are stationary on the waiting floors, the automatic program selector described reflects the traffic conditions extremely precisely.
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 existing at any given time. It then uses this information or measurement to automatically choose the program. of work determined for the cabins best suited to the traffic at this! I1O..mon t.

   The selector automatically switches the in a ta lia Lion to a pro utr2.

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 gram of work determined, when traffic conditions change.



   In one of the embodiments of the invention, the cabins are started, during the programs of intense Uphill traffic and balanced traffic, from the lower waiting level, this at time intervals timed according to one or more events coming to occur.



   In the case of the intense uphill traffic program, it is desired that, if the next car to be started is on the waiting floor when the previous time interval expires, the start of the next time interval is delayed. until an event occurs which is deemed to have resulted in the departure of a new cabin in a very short time. In the embodiment described, this event is one of the two following events occurring first: the recording of a call by the car button of the selected car or the reversal of the direction of the car. the last rising cabin.

   In the case of this program, the time interval is preferably kept substantially constant from car to car, although the interval between successive departures will vary depending on the control conditions.



   In the case of the balanced up and down program, it is desired, in the embodiment described, that the cabins have sufficient time to complete their outward and return travel and to be available when their time comes. next start round. The time interval begins when the power-on process is started; more precisely, it begins when the selection relating to ease of use is transferred from the cabin which is ready to leave the terminal to the one which will follow. During this program, the time it takes for the cabs to go from the lower landing to the upper landing and back increases and decreases as the traffic is larger or smaller.

   If we want to maintain discipline in the process of starting up the various cabins, it is advisable to increase the inter-

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 time value between cabins when the traffic increases, which makes it possible to allocate a long time for a complete outward and return trip, and to reduce this interval when the traffic weakens, in order to increase the frequency of passages for those who wish use the cabins.



   How the UTR interval timer fulfills this dual function will be best seen if one first explains how the potential of the cathode of T1 is made larger or smaller or is kept substantially constant. This cathode is connected to the source - 120 volts through resistors R6 and R7. The resistor R6 has a cursor C which is connected, through the normally closed contacts UTft3 of the rise timer relay UTR, to the lower end of the resistors R4 and R5 connected in series. The electrode side end of resistor R6 is connected to the junction point of R4 and R5 by normally open contacts SCD1 of the selection indicator relay SCD and UTH2 of the timer relay UTH.

   The upper end of resistor R4 is connected to one end of capacitor C1 and to one end of resistor R3. The junction point of resistors R4, R3 and of the capacitor C1 is connected to the control grid read tube T1. The other end of resistor R3 is connected, via normally closed contacts UD4 of the balanced traffic switch UD, to a slider of resistor h2 which, in turn, is connected between the source + 120 volts and earth.

   The remaining end of capacitor C1 is put to earth potential, so that this capacitor is connected between earth and the divider. voltage with resistances connected between the + 120 volts and - 120 volts sources when the contacts UD4 of the balanced traffic switch UD are closed because the coil of the latter switch is not energized. This state exists when the plant is operated under the heavy traffic uphill (UP) schedule during which the charge of capacitor C1 and the potentials of the control electrode and cathode of tube II are practically constant.

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  The way in which the presence of this constant potential on the cathode of the tube T1 causes the establishment of successive timing intervals of substantially the same duration, is explained briefly below with reference to the heavy traffic program uphill. .



   When the installation works according to the balanced program during which there is a tendency to shorten or lengthen the successive intervals so as to obtain longer or shorter strokes, the UD4 contacts are opened thanks to the energization of the coil of the UD balanced traffic switch. When this happens, the capacitor C1 is no longer charged by the aforementioned voltage divider but, on the contrary, by the voltage divider consisting of the effective resistance of the anode-cathode circuit of the tube Tl and the resistors. R6 and R7.



   These voltage dividers and the capacitor C1 are sometimes referred to hereinafter as continuous measurement or integration devices.



   The normal relationship between cathode and grid may vary in an increasing or decreasing direction as the duration of a complete car stroke increases or decreases under the effect of traffic. This variation depends on whether the capacitor C1 is charged by the potential of the cathode or by the potential of the cursor C of the cathodic charge resistor R5. This dilemma, in turn, depends on whether the booths arrive at the standby landing before or after the start of the switch-on process which results in the car leaving that landing. All this is obtained by the mutual play of contacts UTR2, UTR3 and SCD1, as well as by the difference in potential between the cathode and the cursor C of the resistor R6.



   As described below, the SCD1 contacts of the SCD selection indicator relay close when a selected car is at its waiting floor and open when there is no car to select at this. bearing. UTR2 contacts are closed and UTR3 contacts are open, during the timing interval. When the timing interval expires, these contacts reverse

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 their states, so that the UTR3 contacts close. Consequently, if a car becomes available and the contacts SCD1 close before the expiration of the interval, the capacitor CI is charged in the direction of the potential of the cathode by the load circuit comprising the contacts SCD1, UTR2 and resistor R4.

   This is the case when the cars arrive in advance ", that is to say before the end of the timing interval. The longer this state is maintained, the closer the potential of the capacitor Cl is to the potential of the cathode which in turn increases as its control electrode increases in potential to produce a shorter timing interval, as explained below with reference to the operation of the equilibrium program.



   Conversely, if there is no car available at the waiting deck for selection after the expiration of 7 'timing interval, the charging circuit opens at contacts :: SCD1 and UTR2, while a discharge circuit closes on contacts: UTR3, so that the capacitor Cl discharges Jans the direction to the potential of the cursor C by the discharge circuit containing the cursor C, the resistor R6, the contacts UTR3 and the: 1 resistors R4, R5. When this happens, the cabs are said to be arriving, "late" at the terminus, and the potential of the cathode (as well as that of the cursor C) gradually decreases relative to earth as the cathode follows the grid to produce a longer te.aps interval, as described later.



   In the embodiment described, the potential of the cathode can vary, with respect to the earth, between a maximum of +80 volts and a minimum of -3 volts, this minimum being regulated by the voltage drop in the forward direction. of the dry rectifier V3.



   The timing interval for any given state is determined by the time required for the potential across the coil of the timer relay UTh to drop below the "hold" or cut-in value of the relay used. . In the embodiment described, this value is approximately 10 volts,

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 while the tension is working! a little higher, around 30 volts for example. This relay coil is connected between the cathode of the tube T1 and the junction point of the resistors R8, R9 which shunt the capacitor C2.

   R8 resistors,
R9 and capacitor C2 constitute an RC circuit having a determined "time constant" which regulates the exponential voltage drop across the capacitor at the time of the disappearance of the load voltage. Therefore, whenever the potential difference between the cathode and the junction point of resistors R8, R9 between which the coil is connected, exceeds its "actuation" value, the relay is actuated.

   Conversely, when the load connection of capacitor C2 is removed, the positive potential with respect to earth of the junction point of resistors R8, R9, begins to decrease according to its exponential characteristic and when it reaches a value such that the difference. rence between this potential and that of the cathode is equal to 10 volts or less, the relay trips.

   It follows from the above that the time during which the UTR timing relay remains actuated after the start of the timing process depends on the potential of the cathode.
This, in turn, depends on whether 1 :: capacitor C1 is charged by the cursor C of resistor R6, by the higher potential of the cathode or, as in the case of the heavy uphill traffic program, by the voltage divider comprising the UD4 contacts.



   As the booths keep coming early, the cathode potential increases and it takes less time for the RC circuit including
R8, R9 and C2 to discharge to a level where the timer relay
TR triggers. Conversely, as the cars continue to arrive late, the time required to reach this difference in potential between the junction point of resistors R8, R9 and the cathode increases, and so does the timing interval. ,
How this arrangement works will become clear if it is remembered that in the control system described in UK Patent No. 721,988 certain switches and relays

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 are activated following the presence, of a car at the terminus, of the recording of a call in the selected car,

   the actuation or tripping of the UTR timer relay and the rail as a car approaches or moves away from the upper landing. If it is assumed that the installation is operating from a complete rest period when all four cabins were waiting on the lower landing, a cabin, for example lu canyon a, is returned immediately. This is because the capacitor C2 has discharged during the idle period and the timer relay UTR has tripped, thus closing its contacts UTRla in the circuit of the rise relay HCLa (see UK patent 721,988) which by the intervention of the ATR switch, can activate the starter switch SRa of the cabin a.

   The capacitor C2 is recharged immediately by the circuit passing through C2, wire, HCL6a, ML9a, SCJ.Oa, since the selection of cabin a has not yet been carried out.



  The charging circuit may or may not remain in service depending on the work program applied. If it is the heavy uphill traffic program, the load is maintained although this circuit is transferred when the cabin selection is transferred. If the car is selected (which causes the SClOb contacts to close), the new circuit passes through the SClOb, HG6b, HCL5a, UP5 contacts, the resistor R1 and the capacitor C2 to earth.

   This circuit is kept closed until a car call is recorded by car b (which causes the opening of contacts HG6b of the highest car call switch HG) or until the moment when the cabin has reached the high point of its travel and Reverses its direction of travel (which almost opens the HCL5a contacts). Whether one or the other event occurs first, it results in the opening of the charge circuit of the capacitor C2 whose discharge cycle begins.



   At this moment, the capacitor C1 was cha by the circuit going from t 120 volts, by the resistor h2, the contacts UD4, the resistors R3, R4 and R5, the contacts UTR3 and the resistors.

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 h6, R7, at - 120 volts. This circuit is modified so as to short-circuit resistor R5 and contacts UTR3 when the selection indicator relay SCD closes its contacts SCD1 (in response to the selection of cabin ±. Or cabin b). The relative values of resistors R4, R5 of the voltage divider circuit mean that the introduction or exclusion of resistors R4, R5 from the circuit has practically no influence on the duration of the minute interval. floor.

   This means that, during the heavy traffic program up the wait interval remains practically unchanged, whether the cars arrive early or late in relation to the moment of triggering of the UTR timer relay which initiates the setting process. market. During all this; the UTR timer relay was actuated by the almost instantaneous charging of capacitor C2.



   As mentioned above, the potential of capacitor C1 and the tube control electrode T1 determines the potential of the tube cathode to which the coil of the timer relay UTR is connected. In the case of this described and tested embodiment, it has been decided that a timing interval of about 30 seconds is suitable for the heavy uphill traffic schedule.



   Accordingly, the circuit parameters were chosen such that during this program the cathode is maintained a substantially constant voltage of + 28 volts with respect to earth. What this voltage represents for any other given form of circuit obviously depends on.;:! circuit parameters and voltage required across the coil of the rise timer relay
UTR to keep it engaged.



   During this program of intense uphill traffic, the charging circuit of capacitor C2 is interrupted either by the recording of a car call in car b, or by the fact that the car reverses its direction of movement. . The capacitor begins to discharge to earth potential and the potential difference across the coil of the timer relay UTR begins to decrease. When the voltage at the junction point of the resistors

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 tances R8, R9 reach a predetermined value, the voltage across the coil of the UTH relay drops below its "hold" value and the UTR relay trips so as to actuate the HCLb switch-on relay of the cabin b , so as to begin its upward movement.

   The capacitor C2 is immediately recharged by a circuit comparable to that described previously (since identical parallel circuits are provided for the cabin vent), and the selection process is repeated so as to prepare another cabin for the start. after recording a car call using its car buttons or when all the rising cars have reversed their direction of travel.



   When subsequent cabins again reach the lower landing, the capacitor charging circuit C1 can be changed to include or exclude resistor h5 depending on whether 1 arrival precedes or follows the triggering of the timer relay UTR, but, as mentioned above, this modification has no appreciable influence on the potential of the cathode of the TL tube. This is why a substantially constant time interval separates the event (car support or direction reversal) which initiates the timing interval of the subsequent sending of the selected car.



   The operation of the circuit described above with reference to the intense uphill traffic program is different from its operation during the equilibra program. If we assume now. As the traffic requires a program change, the operation of tube T2 of the program selection part of the circuit (lower half of Fig. 1) changes as described above. If this change is such that there is no longer a predominance of traffic or fans in either direction and neither of the XUP up and XDP down program selector switches are actuated, the UD balanced program switch acts so that instillation operates according to the balanced program.

   Under these conditions, the charging circuit of the capacitor C1 is modified by the opening of the contacts UN4 located in the

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 conductor going to the + 120 volt power source. As mentioned above, the potential of capacitor C1 and of the tuba control electrode T1 now depends on whether the charge is supplied by the cathode potential or by the cursor potential C of resistor H6. Under these conditions, the late or early arrival of the cars at the terminus influences the potential of the cathode, the time required for the voltage at the terminals of the coil of the timer switch UTH to drop to its trigger value and, consequently , the duration of the timing interval.



   The operation of the arrangement described in the case of the balanced program will be clearly understood if it is assumed that the main landing switch MLa is actuated, thus indicating that the cabinet is on the lower landing, that the selector relay SCa is actuated following the selection of this car as the next car to be started, and that the climb relay HCLb is actuated indicating that the car b has been started up previously and is climbing. The operation of these relays is described in the aforementioned English patent. Capacitor C2 is fully charged, its charging circuit going to C2 and R1, through contacts IICL6b ,, ML9b and SClOb, at the source + 120 volts.

   The timing interval is initiated by the transfer of the selection from cabin b to cabin a, the charging circuit of capacitor C2 being interrupted by opening the contacts SClOb and a comparable circuit not existing for the cabin has since this circuit is open at the level of the HCL6a contacts. Capacitor C2 begins to discharge and the time it takes for the UTR timer relay to trip depends on the potential of the cathode of the tube T1. This cathode potential itself depends on whether the other chops in the group precede or follow the tripping of the tube. UTR timer relay when they arrive at the lower landing.



   If the cabs arrive and are selected before the timer relay opens its contacts UTR2, the charging voltage of capacitor C1 is given by the cathode potential. Reverse-

 <Desc / Clms Page number 21>

 ment, if the booths arrive and are selected after the UTR timer relay has tripped, this having the effect of closing the UTR3 contacts and opening the UTR2 contacts, the charging voltage is supplied by the lower potential of the cursor C of resistor R6. In this way, the arrival and selection time of each subsequent booth to be started during the balanced program has the possibility of appropriately lengthening or shortening the timing interval.

   The modification consists in shortening the interval for cabins arriving in advance, since these cabins raise the potential of the cathode and reduce the degree of discharge of capacitor C2 so that the charge of the latter reaches a value which differs from the potential. insufficient amount of cathode to keep the UTR relay engaged. Likewise, late-arriving booths decrease the charge on capacitor C1 and the potential of the cathode, thereby lengthening the discharge time of capacitor C2 to trigger the timer relay UTR.

   In the case of the embodiment described, the maximum variations of the cathode potential are limited between approximately + 80 volts (point at which the potential difference between cathode and grid is substantially zero) and - 3 volts (point representing the internal drop in the passing direction of rectifier V3 shunting the .-, cathode to earth).



   It is useful to note that the variation of the timing interval per second of advance or late arrival is continuous but not uniform. This means that the influence of an arrival; cabin "early" after an extended period of cabin "late" is greater than if the cabin is just another cabin is late. The reverse is also true.



   This is so because of the exponential characteristic of the charge and discharge cycles of capacitors C1 and C2, and also because capacitor C1 does not start to charge or discharge from the same potential and its circuits charge have different time constants, while the different

 <Desc / Clms Page number 22>

 rence of potential between control electrode and cathode of tube T1 does not remain at 4 volts since their potentials vary with respect to those corresponding to a normal interval * It will be remembered that, for such an interval, these potentials are respectively d ' approximately + 24 volts and + 28 volts.



   FIG. 2 represents two curves which show the influence of an advance or a delay on the variation of the time intervals (corresponding to the variations of the cathode potentials).



  On the abscissa is plotted the waiting interval in seconds, and on the ordinate the rate of change of the waiting interval in seconds per second.



   In the embodiment considered, when the waiting interval is what is considered a "normal" interval, that is to say 30 seconds, a car arriving in advance decreases the interval to the same. degree that this cabin would increase this interval if it had arrived late. When the interval has already been shortened from the "normal" interval by cars arriving early, a subsequent car arriving late increases the waiting interval more sharply than the decrease in interval which would have resulted from a cabin arriving early.

   Conversely, when the waiting interval has already been lengthened from the "normal" interval by cars arriving late, a subsequent car arriving early decreases this interval more quickly than the increase in interval which would have resulted. a cabin arriving late.



   These curves show, for example, that when the interval has been extended to 40 seconds, the influence of an additional car arriving late 'increases the interval by 0.23 seconds per second by. delay (curve A), while the influence of an early arriving car shortens the interval by 0.29 seconds per second of advance (curve B).



   It will be noted here that the curves of FIG. 2 are specific to the embodiment described. However, the timer of the considered embodiment is extremely flexible in that, in

 <Desc / Clms Page number 23>

 By suitably choosing the circuit parameters and the cursor position of resistor R2, the cursor position of resistor R6 and the cursor position of resistor R8, it is possible to vary the time interval as a function of booths early or late, virtually any way you want.

   For example, one can choose the aforementioned parameters and make the settings so that the cars ahead or behind reduce or increase respectively the waiting interval followed a constant degree over the whole range of duration of the waiting intervals.
 EMI23.1
 attempted. Or, if desired, a late car can increase a noticeably shortened interval extremely quickly, while increasing a noticeably lengthened interval at an extremely slow speed, this kind of flexibility being very interesting.
 EMI23.2
 



  If we assume that the traffic ex1 has a program d: t.8nCement such that the traffic is aut'f1s "ulilGt predoullfl.-t in the direction of descent, the tonct1OMent of tulbs f2 of the part of program selection of the circuits (half Ihr: 11f11j) .ft aâaa figure 1) causes the activation of the CCIoMUQ.te1 'sti.ect6U' of XDP descent programs of N. n1st. than 1luat, 9.la.t, i flJ.I8cUOIIIIlIti automatically in accordance with the pl'O &: - a8e -de trafic interna * su 4es- cente (DP), as described above.

   Under these conditions, 1..cU: ma.e- ment of the timing circuits, ttent little: e <e not fired .fi, s'9l1) lCtë when leaving the cabins on the lower landing * aw CQlAtI ' a1re. the ni,% * ta walk from one cabin to the top, by excnid. * 1 c * bi3n * is caused by the actiom ent of the jpelmis of mmt "1 OR that the cabin arises at the interior landing and is its 'em state 4 * climb.



  The above oatra that the 8, fs, * - of 1ImI: ". H 4th in the present invention coordinates ,, * tnftO¯¯t 1 CMMttMaent <6ws elevator cabs during p4M <MfKe <t dm tnne i < Mms <e -chat- lissant automaUquott un prodxe cmwamt i 9nt <<) itx * a tane existing and by setting the 1ftt.I '..- lle d'.t.li8 tft 9 & <mi.te to Qannt4 at best traffic according to reads pmt'MMt cbotsl ,.



  Of course .ooU1, U'IMU3 psiwt %% Te <ap: porltiees à

 <Desc / Clms Page number 24>

 the embodiment described above, and many distinctly different embodiments can be produced without departing from the scope of the present invention.
 EMI24.1
 h n t o i c H1 1 o il s. ¯¯¯¯¯ ---------------. ¯¯¯ -------
1.- Control system for elevator cabs, characterized in that it comprises circuits containing several devices. control elements among which a first switching device
 EMI24.2
 and a second command switching device (00, UP or TàP) serving to modify the operation of the elevator cars in accordance with one or the other preset traffic program.

   a third control device (C3, T2) being provided to measure cane Interruption, relative to a waiting terminal, the difference between the travel times of the rising cabins and


    

Claims (1)

EMI24.3 the teaft in descending cabins, while a fourth. ose control device (UP or XtfP) responds to the time differencesi of measured farcoors and automatically chooses a mode of "I18eUt. U1) for the cabins which conforms to a groomed traffic program m as a function of a determined measured difference * while àtecisi.s, rrt a different operating mode (DP or UP) for a different Mfféinem.-1U.I'ée 2.- Bystbae of dresser according to claim 1, ÚJ'1- aa this tt'jH comprises measuring means (Cl, UTH3, 8J'J1.1i # - 111) are r4m & the premature or late arrival of booths on time ....-. ttcte, 'and a mintterie (UTR, R8, R9, C2 $ t1J'dL <<. <t! MdtiB <e in sotl.n with these measuring means, des jhR <oe! PM & Mt <e impm Po the start of each Ob1- 8 of the terminus '. "# 8'" and <t lIIeU11P1e saac variations occurring in the maayewtfi c:! MM9M e sort ijne the Time intervals are d181 - on swomtêo 4 * Attifer * z, reflect premature arrivals or 9JeS> dw <? &! &? #? OWL 1tBtt) MM .-. TUDte 5 * - s6rsue H: 1..t claim 1 | qM uns source die BMnastt a & t1UMt <) s <a.i "t <. des IOtGtl.1s: po.l tif, negattf and de <Desc / Clms Page number 25> earth, characterized in that the third control device operates electronically ot is subjected, by means of said circuits, to a negative charge potential by the rising cabins and - to a positive load potential by the descending cabins, while a discharge to earth potential occurs when one or more cars are stopped at the waiting terminal. 4.- System according to claims 1 to 3, characterized in that an excess of positive charge indicates an excess of time necessary for the descent of the cabins so as to establish, in the third control device, a measurement of the The importance of cabin traffic going downhill, while a negative excess load indicates the importance of cabin traffic in the upward direction. 5.- System according to claims 1 to 3, characterized in that the travel time of the cars and their laden weight in a preselected direction are measured by the third control device and are compared to a similar measure for cars moving in the opposite direction, so as to obtain, at a given moment, at the fourth control device, a reflection of the existing traffic. 6.- System according to claim 1, characterized in that it comprises automatic relays serving to cause the departure of the cabins according to a program suitable for a traffic in substan- / this balanced /, / up and down, a relay Heavy traffic on the way up serving to cause the departure of the cabins according to a program suitable for a more intense traffic in the people of the ascent than in the direction of the descent, and a relay of heavy traffic on the descent serving to provoke the departure cabins following a program suitable for more intense traffic in the direction of descent than in the direction of ascent, and in that the resulting difference between the journey times of the rising cabins and the descending cabins is reduced to a rate determined by taking by; <Desc / Clms Page number 26> consideration of the time during which one or more cabins remain stationary at the waiting terminal, whereby the predominant direction of traffic is determined electronically. 7.- System according to les- claims 1 to 3 and 6, charac- terized in that the third control device is provided with a triode (T2) to which a gate capacitor (C3) is functionally connected so that, when the potential of the gate capacitor (C3) and of the triode control electrode (T2) becomes sufficiently positive or causes the predominance of downhill traffic, the release of the coil of a separate switch - program reader which constitutes the fourth control device (XDP) increases to the point of causing a change in the circuits involving the inclusion of the second control switch (DP) and opening the circuits containing the first control device. command switching (UD). 8.- System according to claim 7, characterized in that, when the upward traffic predominates, the potential of the gate capacitor (C3) and of the control electrode of the triode (T2) becomes sufficiently negative so that the coil of the program selector switch, which constitutes the fourth control device (XUP), is energized to include in the circuits the second control switching device (UP) and to open the circuits containing the first control switching device (UD). 9. - Elevator control system, characterized in that it comprises a first measuring means (C3, T2) which continuously determines, relative to a waiting terminal, the difference between the travel times of the rising cars and the travel times of the descending cars, and can be functionally connected to a selector switch (XDP or XUP) which responds to the measured travel time difference and automatically chooses a predetermined operating mode for the cars, while a second means measurement (Cl, UTR2, UTR3, Tl) responds to <Desc / Clms Page number 27> premature or late arrivals of successive cabins at the waiting terminal and; in association with a timer (UTh, C2, R8, R9), continuously determines the length of time intervals in response to variations occurring in the second measuring means, so that the time intervals are shortened or extended to obtain a determined spacing between successive cabins, in order to properly organize the installation according to the traffic existing at the time. 10.- System according to claim 9, characterized in that the fact of lengthening or shortening the time interval depends on the degree of advance or delay of a cabin as well as on the duration of the interval of time at this moment, duration which is continuously regulated as long as the car is down or in advance * 11.- Control device, specially used with the traffic control and control system of elevator cars operating from a waiting terminal according to a determined work program, characterized in that it includes a timer (UTR, C2, R8, R9) to establish *: interval- the timed start-up of the cabins from the terminal and an Integrator means (Cl, R4, R5, UTR2, SCD1 or! JTR3) to continuously measure the advance and delay of the cabins arriving at this terminal, this means integrator comprising an electronically operable device (Tl, R6, R7) to which the timer is operatively connected to control the operation of the latter, in order to continuously shorten the time intervals in proportion to the measured progress of the cabins or in order to lengthen them. time intervals proportional to the delay measured these cabins. 12.- Control device according to claim 11, characterized in that the electronically operated device (Tl, R6, R7) comprises a voltage divider having an effective resistance (C) in the anode-cachode circuit of a, triode (T1), of <Desc / Clms Page number 28> so that a capacitor (C1) of the integrating means charges in the direction of the cathode potential when the cars arrive early at the terminus and before the expiration of a pre-set time interval, in order to thus obtain a shortened time interval, while, when the cabins are late, the condehsateur (Cl) discharges and causes the potential of the cathode to gradually lower you relative to the earth, in order to lengthen the interval of time. 13. - Device according to claim 11 or 12, charac- terized in that, in order to shorten the time intervals of cabins arriving in advance at the waiting terminal, the potential of the cathode of the electronic device is raised. (T1, R6, R7) so that the amount by which the timer capacitor (C1) must discharge to cause the timer (UTR) to be triggered is reduced. 14.- Device according to claims 11 to 13, caraco terized in that, to extend the time interval * of cars arriving late at the waiting terminal, it causes a decrease in the charge of the capacitor (Cl) and of the potential of the cathode of the electronically operated device, so as to increase the time during which the capacitor (C2) must discharge to trigger the timer (UTR). 15.- Control device for elevator cars, essentially as described above and as shown in the accompanying drawings.