US1034472A

US1034472A - Spring-motor mechanism and attachment for operating elevator-safeties.

Info

Publication number: US1034472A
Application number: US43377908A
Authority: US
Inventors: Axel Magnuson
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1908-05-19
Filing date: 1908-05-19
Publication date: 1912-08-06
Anticipated expiration: 1929-08-06

Description

A. MAGNUSON.

SPRING MOTOR MECHANISM AND ATTACHMENT FOR OPERATING ELEVATOR SAFE-TIES.

APPLICATION FILED MAY 19,1908.

Patented Aug. {6, 1912.

AXE MAGNUShT, 01" NEW YORK, N. Y, AQFJIGNOR TO OTIS ELEVATOR COMPANY, OF

JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

SPRING-MOTCR IVIECHANIS M AND ATTACHMENT FOR OPERATING ELEVATOR-SAFETIES.

Specification of Letters Patent.

Patented. Aug. 6,1912.

Application filed May 19, 1908. Serial No. 433,779.

i are adapted to grip the vertical guide rails extending through the elevator shaft. type of brake mechanism is well known 1n the art and is shown, for example, in the patent to John, No. 665,225, January 1, 1901.

One of the objects of the present invention is-t/o provide improved means for manually controlling the application of the guide brakes.

.Another object of the invention is to provide means for supplying power to apply the brakes in connect-ion with both manual and automatic devices for controlling the operation of said means.

Still another object of the invention is the provision of electrical means for controlling the application of the brakes. A

Other objects will appearhereinafter, the novel combinations of elements being set forth in the appended claims.

Referring to the accompanying drawings, Figure 1 is a general view showing guide brake mechanism for an elevator, and also showing diagrammatically the electrical system of control for the motor and brake mechanism; l ig. 2 is a view of the electromagnet and means operated thereby for controlling the brakemechanism; Fig. 3 is a diagrammatic view of an elevator systemto which my invention may be applied; and Fig. 4 illustrates the governor mechanism for automatically effecting the operation of the brakes when the speed becomes excessive.

As herein shown, the elevator car C is lifted and lowered by the motor M connected to the car through the cables 1 attached to thecar C and counterweight W and passing rods 10, 11 and 10,

around the guide sheaves 2 and friction drive sheave 3 on the motor shaft. he brake mechanism may be placed either above or below the elevator car, but is preferably located beneath the floor of the car, and, as here shown, is mounted on a supporting frame B comprising sides and bsecured to the under surface of the car'fioor. Pairs of gripping

jaws

1, 5 and 1, 6 and 7, respectively, and are adapted to grip the stationary vertical guide rails 8, 8. The jaws are operated by

cams

9 and 9 on the outer ends of short rods 10 and 10. Be-

5 are pivoted at tween these rods:and in line therewith are two more rods 11, 11 mounted in

bearings

12, 12 and having their inner ends pro vided with right and left-hand screw threads to 'receive the correspondingly threaded safety drum 13. The adjacent ends of the 11 have right and lefthand threads to receive the internally threaded pinions 14c, 14-. These pinions are in mesh with

rack bars

15, 15 connected by a yoke 16. A stem 17 extends from the yoke and is guided in a bracket 18. A coil spring 19 mounted on the stem 17 between the yoke and bracket is normally under is adapted to operate the rack F appear later. To a shaft 20 journaled in,

brackets

21 and 22 are secured the

pinions

23 and 23 which are in mesh with the

rack bars

15 and 15. A sprocket wheel 24 on the end of the shaft 20 is connected by a sprocket chain 25 too, pinion 26 adapted to be operated by a hand wheel. 27 located in any convenient position in the car.

The shaft- 20 is normally held against rotation by means: of a trip lever 28 pivoted at 291to the frame B. A disk 30 keyed to the shaft 20 has a recess in its receive a projection or small bars as will anti-friotion tension and roller 31 on the trip lever. The outer end of the trip lever is connected to the core 32 of an electro-magnet 33 which, when energized, holds the trip lever in operative position, Atension spring 34 may, if desired, be attached to the trip lever to insure its movement to inoperative position wben thc magnet is deenergized'.

, the lower portion of the car, and thence to the safety drum 13 around which it is wound.

The operation of the mechanism thus far described is as follows: Normally the governor rope travels with the car and rotates the sheaves at the top and bottom of the well and also the centrifugal governor mechanism. When the car speed exceeds a predetermined limit the governor operates the gripping device 43 to hold the governor rope stationary. As the car continues to move the governor rope will be disconnected from the car at 40 and the relative movement of the rope and car will rotate the safety drum 13. The motion of the drum 13 begins substantially at the same time the governor rope is gripped and the rods 11 and ll which are held against rotation im-. mediately commence to move out longitudinally and carry with them the gears 14, 14, the rods 10, 10' and the

cams

9, 9, the latte].

operating to apply the gripping jaws to the guide rails. Whenever the circuit of the electromagnet 33 is broken, the trip arm 28 is released from the disk 30 and permits the shaft 20 to rotate.- The spring 19 will then move the rack bars inwardly and rotate the pinions 14, 14" and 23, 23'. The rotation of the pinions 14 .and 14 on the rods 11 and 11 moves said pinions and the rods 10 and 10' outwardly, and the rotation of the pinions on the rods 10 and 10' gives said rods an additional movement toward the gripping jaws. This operation of the spring 19 to apply the brakes may be either independent of the operation of the safety drum,

' or both devices may operate together, as

will appear hereinafter.

The hand wheel 27 is used to release the gripping jaws and reset thebrake mechanism after the spring 19 has operated. By turning the hand wheel in the proper direction,-the

pinions

23 and 23 move the rack bars outwardly and compress the spring 19 and the disk 30 is also rotated into position to a floor landing in case the brakes have brought the car to rest at an intermediate position. The hand wheel may also be used at any time to effect the operation of the brakes, for by turning the wheel by hand suff cient force may readily be applied to re- I lease the trip lever 28 and permitthetspring 19 to operate the brakes, assisted if desired by the operator at the hand wheel 27.1

The present invention is especially adapted for use with electrically operated and controlled elevators, and by way "of illustration I have herein shown a well known system of electrical control in connection with the present invention. This system comprises a motor armature A, a shunt field Winding S, reversing switches R, -R', a potential switchP, and a controller switch E in the elevator car. Current is supplied from any suitable source to the positive andnegative mains designated and respectively, and connected through the line switch L to the

movable contacts

45 and 46 of the potential switch. The circuit through the potential switch magnet is as follows,- from the positive main through switch L, contacts 45 and 47, winding 49 of the potential switch magnet, conductor 50, safety switch 51 in the car, winding 52 of the electro-magnet 33, conductor 53, switchv contacts 54, conductors 5'5 and 56, contacts 48 and 46, and thence to the negative main.

This circuit is normally closed and receives current to hold the potential switch closed so that current may be supplied to the motor and controlling circuits. 'The parts are shown in their normal position wit-lithe motor at rest. the car be moved to the left tobridge the contacts 58 and 59, a circuit will be established as follows,froin the positive main through contacts 45, 47, conductor 60, magnet winding 61 of reversing switch R, condoctor 62, contact 58, switch lever 57, contact 59, conductor 56, and thence to the neg- If the controller lever 57 in armature as follows,from the positive inain through contacts 45, 47, conductors 60, 63, reversing switch contacts 64, brush 65, armature windings, brush 66, reversing switch contacts 67, and thence to the negative main. A circuit is also established through the shunt field winding 3, by way of conductor 60, through reversing

switch contacts

68, 69, 70, conductors 71, 72, field winding S, and conductor 73 to the negative main. The motor armature and field winding now receive current and the motor is operated to lift the car. A reversal of the eontrollerlever 57 effects a reversal of the motor in the well known manner.

Whenever the potential switch P is noeaeve opened either by the main line potential .falling below a predetermined value or the switch magnet circuit being interrupted at any point, the current supply will be cut off from the motor, the electro-magnet- 33 in said circuit will be denergized, the trip.

lever 28 released, and the emergency brakes applied. These operations may be etl ected at any time and the car brought quickly to rest by opening the safety switch 51. The usual limitswitches, slack cable switch, and other safety devices may be included in the circuit of the potential switch magnet, if desired. v

A switch lever 75 is connected at one end to the cam 9 and holds the switch 54 closed while the cam is in its inner position and the gripping jaws released. When the cam is moved outwardly, however, to operate the gripping jaws, the contacts 54 are separated to open the potential switch magnet circuit. When the safety drum 13 is rotated to apply the emergency brakes, it will not only do so by direct operation of the cams .9 and 9', but the initial movement of the cam 9 willseparate the contacts 54 and eliect the operation of the pinion's 14 and 14 which will increase the power and speed with which the cams are operated, while at the same time cutting off the current supply from the motor.

I wish not to be limited to the exact construction herein disclosed, as various changes in details of construction and arrangement of parts might be made without departing from the spirit and scope of the invention as defined in the appended claims:

.What 1 claim as new and desire to have protected byv Letters Patent of the United States is 1. In brake mechanism, the combination with gripping jaws, of a. screw-threaded rod, a cam carried by; the rod, a toothed pinion mounted on the rod, a rack meshing with the pinion, and means for operating the rack.

2. The combination with gripping jaws, of screw-threaded rods, cams carried by the rods, pinions mounted on the rods, racks meshing with the pinions,a yoke connecting the racks, and means for operating the racks.

3. The combination with rack bars, of a yoke connecting the rack bars, gripping de vices, operating connections between the gripping devices and rack bars, automatic means to operate the rack bars, and a. trip device controlling said operating means.

4. The combination with a ipping device, of arack bar,power-transm means between said parts, and applia ce operating the rack bar, and an elctripping device associated with ances.

- 5. The combination of a guide raiha desaid applimagneticvice to grip said rail, a raclr bar, power transmitting connections between said gripping device and said rack bar, an operating spring, a trip" device for holding the spring under tension, and electromagnetic means for operating the trip device.

6. The combination with brake, of a device for operating the brake, second device for eii ecting an additional operation of the brake, means for holding said second device inoperative, an electro-magnet for releasing 'said means, and a switch in the circuit of operated by the electro-magnet for effecting the operation of one off said devices, and a switch in the circuit of the electro-magnet winding operated by the operation of tlie other of said devices.

9. In an elevator, the combination with a car, of a car brake, mechanism for operating the brake, a trip device for holding said mechanism inoperative, a potential switch, and an electro-magnet in the potential switch circuit for operating the trip device.

10. In an elevator, the combination with a car, of a car brake, a safety drum, operating means therefor, operating connections between the drum and brake, additional brake-operating mechanism, and electromechanical means for controlling the operation of said mechanism.

11. In an elevator, the combination with a car, of a car brake, asa-fety drum operat ing means. therefor, operating connections between the drum and brake, additional brake-operating mechanism, a power device for operating saidmechanism, a trip device for holding said mechanism inoperative, a trip holding electro-magnet, a switch in the electro-magnet circuit, and means for automatically operating the switch when the safety drum is operated.

12. In an elevator, the combination with a. car, of a car brake, electrically and mechanically controllednnecnanism for automatically o eratin the brake, and a manual device in t ecar l'or resetting said mechanism and releasing the brake.

13. In an elevator the combination with a car, of. a car bra re, a. motor, operating mechanism betweent. e motor and the brake,

means independent of said motor for operating the brake, and a manually operable device in the car for resetting the brakev mechanism and motor. 5 14. In an elevator, the combination with a car, of a car brake, a spring motor for operating the brake, a device for holding the motor under tension, means for releasing said device and permitting the motor to 10 operate the brake, additional means for opcrating the brake, and a manually operable device in the car for resetting the motor and releasing the brake.

In testimony whereof, I have signed my name to this specification in the presence of 15 two subscribing witnesses.

AXEL MAGNUSQN.

\Vitnesses A. YV. KINNEAR, J NO. WOI-INAIEDLER.