US1069070A

US1069070A - Controlling apparatus for brakes.

Info

Publication number: US1069070A
Application number: US39469107A
Authority: US
Inventors: Axel Magnuson
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Publication date: 1913-07-29
Anticipated expiration: 1930-07-29

Description

A. MAGNUSON.

OONTROLLINGAPPARATUS FOR BRAKES. APPLICATION FILED SEPT. 26, 1907.

1,069,070 Patented July 29,1913

r nicer) STATES PATENT onnlon.

AXEL MAGNUSOH, (31 NEW YGRK, N. Y ASSZGNOR T0 GEES ELEVATOR C'QKEAH'Z, 9F

JERSEY CITY, NEW JERSEY, A. GORPOBATION 6F NEW JEEsEY.

CONTEOLLTLNG APPARATUS IFQ'R. BEAK ES.

' Specification of Letters Patent.

mienmdeuiy 29, $313.

Apgaiieaticn filed September 2%, 1907. Serial No 394,891.

To all whom it may concern .c' izen of the linited 5mm; residing in New 1' 5m, in the county of New York'and State of New York, have invented a new and useful improvement in Controlling Apparatus forllrnires, of which the following is asp-sciiicntion.

My invention relates to brake mechanism and means for controlling-the samefand one object of the invention is to provide means for applying the brake shoes gradually and at the some time quickly and powerfully, and so that they will he held with full force when the machine has come &0 a stop.

in practice, Where a powerful brake is required, great difficulty has been experienced. in. adjusting the brake so one it would be applied gradually and at the same time have its full ln'akingpower retained when the nmchine at rest. Fart'icnlarlj; in traction elevators itlms been found. that. the iendoncy of the powerful brakes that are nerd is to exert their full braking power suddenly, so that slippin'g'of the ropes or cables is caused every time the brakes are applied. This results in great strain and mm: oi the cables. an irregular or jerky mm'on'ioni oi the car and other undesirable eilcst.

The present invention aims to overcome lllla'l. olijeelione by providing means for applying the ln-ulces gradually and smoothly. with on in reasing power which is retained when th llillil. fully applied.

.Xumlu-r ol jeri: of the invention is to pro vide muons in connection with on elevator '\'$ii'l1l for muoinutlcnlly applying @he ln'nlws very quickly and with ilieiz' full pone:- neur the upper and lower limits of tl'ni'cl oi llw ole-valor car, in case the brakes have not lieon applied i'nonunlly below the cur reaches such pom ions.

Another object is to provide means to anioumtirully ac el rate the application of the ln'ulces when the car is approaching its liniits oi ii'nvel and the manual controlling lcvoy for the brakes has been operated, bul notv in time to lir'ing the car to a. full slop oi. lis uoruuil limit of travel by the more gg'nulunl upuliruiion of the brakes which oc urs in the ordinary operation.

l'ur'cluu- (Iil l1 'l of the invention is to provide inc-nus either nieclmnical or elecirical, and under the control of the operator, for applying the brakes very quickly at any intermediate point in the travel of the car. This emergency brake control is separate from and operates the brakes more quickly and powerfully than the regular brake controller.

Other objects of the invention will anneal more fully hereinafter,- and the nature end scope of the invention Wililae defined in the appended claims. i

Referring to the drawingg, Fignire 1 isen elevation partly in section and partly diagrammatic, showin one form of the invention; Fig. 2 isa iragrne'ntary View showing certain modifications; and Fig. 3 is a sectional detail "iew of a valve.

I have shown the invention in connection with a traction elevator system, in which the elevator car C is operated by the motor M connected thereto through-inc, cable 1, The cable 1 is connected at one end to the car C, passes over the

overhead sheaves

2, 3, down and beneath the sheavej on ine motor shaft, up zind'over he overhead sheaves 5 and 6, and has connected co its other end the counterweight 'W. The aooveerrcngement of parts is not new, out is merely illnenative. of a well known form of elevator system to which the present invention may be applied.

The brake mechanism 18 comprises two brake l .vers 7, 8,pivoccri at theiriowver ends to the hrnckeis on the motor frame. oierl to the lTFI'FlliQ levers are die lJTfl'I-B shoes 10 in position to engage ihe brake giilley 11 on the motor shaft. Above the brake shoes are toggle links 1'2 pivoted at their outer ends to A hole ends to a rod. 13. The "rod 13 forms an extension of the armature 1&- ol an. elec- Lin.

levers T, S and oiijfrceti at their troniagnet, or brake magnet- 15. The wind- Between the frame of the magspring: :20 which is under compression and normally acts through the toggle links to -pull ihe brake levers 7 andS toward each other and apply the brake shoes 10 with a, pr'nverful' pressure. hen the swiich 18 is closed to energize the magnet coil 16, the

armature 14 is drawn upwardly against the tension of the spring 20 and releases the brake.

Connected to or formed integral with the electro-magnet frame is a daslrpot 2l-which is formed with a horizontal cylinder and is provided with two pistons 22 and piston rods 23. The piston rods are connected by links 24 to the upper ends of the levers 7 and 8. On the upper part of the dash-pot is a relief valve 25 which is preferably a plain slide valve provided with an opening or passageway 26 movable into a linement with the passageway 27 leading into the dash-pot cylinder at a point midway between its ends. At the lower side of the dash-pot is a valve 28 (see Fig. 3) for controlling the air outlet 29 leading from the lower central portion of the cylinder. By adjusting this valve the size of the outlet may be adjusted to regulate the escape of air from the cylinder when the brakes are being applied. To permit an uprestricted supply of air to the cylinder when the brakes are being released, an inlet valve 30 is provided. This valve is seated in an enlargement of the air passage 31, leading to a point in the passageway 29 above the valve 28. This check valve 30 prevents an outward escape of air, but when the pistons 22 are moved outwardly the valve is lifted off its seat by atmospheric pressure and permit-s a ready supply of air to the cylinder.

The relief valve 25 is operated by alever 32, pivoted at its lower end to a lug 33 on the end of the dash-pot, and connected to the stem of the valve 25 by a pivot 34. In

. order to operate the valve 25 automatically as the elevator car 0 approaches its upper and lower limits of travel, the following means is providedi A rod 35 is pivoted at 36 to the lever 32 and is movable longitudinally in

stationary guides

36, 37. A coil spring 38 under compression between the fixed guide 36 and a stop 39 carried by the rod 35, holds said rod normally in the position shown, with the roller 40 on the end of the rod in the path of movement of a cam41 carried by the car C. The counterweight vW also carries a cam 42 which engages the roller 40 when the counterweight descends and the car approaches its upper limit of travel. Addit1onal.means is also provided for operatingthe valve 25 manually at any intermediate point in the travel of the car.

' This comprises a hand rope 43 connected at its opposite ends to a slide bar 44. The rope 43 passes over the overhead direction pulleys 45, down through the'car and underneath the pulleys 46. The bar 44 is movable up and down in the guides 47, and is provided with a recess 48 which forms a cam surface. Pivoted to the upper end of the lever 32 is a rod 49 movable longitudinally in the guide 50, and carrying a roller 51 on its inner end which engages the cam surface 48. \Vheu the hand rope 43 is moved in either direction the slide bar 44 is moved either up or down, forcing the rod 49 outv wardly, and operating through the lever 32 to move the valve 25 inwardly. Associated with the hand rope 43 is a switch for opening the circuit-of the brake magnet whenever the hand rope is operated. This switch comprises a fixed contact 53 and a movable contact 54 inthe circuit 17. The contact 54 is carried by a lever 55 pivoted at 56. The end of the lever 55 has an opening through which passes the rope 43. Stop balls 57' and 58 secured. to the rope 43 above and below the lever 55 respectively engage the lever and swingitabout its pivot to open the switch whenever-the rope is'operated in either direction.

The operation of the brake mechanism thus far described is as follows: With the switch 18 open, the brakes are applied and the motor is at rest. When the'switch 18 is closed the magnet coil 16 is energized and pulls the armature 14 upwardly, which operating through the toggle links 12 moves the levers 7 and 8 outwardly to release the brakes. This .outward movement of the levers 7, 8, moves the pistons 22apart, the valve 30 permitting a free supply of air between the pistons so that their outward move- .ment is unrestricted. The relief valve 25 at this time and during the ordinary operation of the brake mechanism, remains closed as shown in the drawing. The motor circuit may also be controlled in a well known manner by the switch lever 18, so that when said lever is operated to release the brake, current is supplied to the motor and the car C is set in motion. When it is desired to stop 105 the car the switch lever 18 is movedto open the motor circuit and also open the circuit of the brake magnet. When the brake magnet is thus deenergized, the coil spring 20 operates through the toggle links 12to pull 110 the levers 7 and 8 inwardly with a strong pull and powerfully apply the brakes. The pressure exerted by the spring 20 is multiplied in a well known way bythe toggle con,- nections' The pressure on the brake shoes 11-5 is further multiplied by arranging the brake shoes between the toggle links and the pivots of the levers 7 and 8. The pressure thusput on the brakes is not'applied suddenly, but

is cushioned by the actionof the dash-pot. 120 As the levers 7, 8, move inwardly to apply the brakes, the pistons 22 are moved inwardly compressing the air between them. The compressed .air re-acts against the levers, retarding their inward movement,.the 125 ,speed of which is controlled by adjusting the valve 28 to regulate the escape of air from the cylinder. The pressure of the air will be roportional to the area of the pis-v tons, an I prefer to use a rather large dash- 130 ma ma is ebiained, eiieetiially preventing Pumihei antlvanjiage if having a i volume of air is that the effects of any irregula 'ity due in leakage of air is practi- 121 mereen'ie,

freely in the cylinder without. any

and me piston rods any sin ing boxes 01' other packing.

openings in the eyliniier heads for the nisten X'OilS shnnhi be large enough to per-tint 1 a i'i'ee ingt'easanii egress of ihe an in ihe pisinns operate. he cylinder heatis may entirely if ile ii-etl,

i' valve 2-5 is pi'efei'ahi a plain freely fitted in its hearings, so will he no danger it, ever 1 ii ia'atnes may he used and yei. he liii iti' ilt mnipiz-ie LUilil'Ul (If the (urihinning tievhw, that they are gj-alinaiiy anil airimiihly :ipniieil.

fan imi mriani/ imit m'e 0i ihis 'unstruelien i1- tha aiihnngh the lil'zllflS are applied win-ail anti siner lhlv, they hnhl with ewer, Whieh is net i'eiaxeil except at the avail e? ihe epei'a m'.

lii'wt un tvi' pull ul' ihe Tupi. aini in either i nti alinianent with tiw aaitaeamuaiy will: iiiif univei'viii mag'age ihn suitvh it'- it aheni its pix-mi an i ups-n- 'l he being ihns rlvi nurgize i. ihe hiring -awly EMS in u nil-hiy ainl ptmer- ""ii fi' ihe lii'iiliirl. 'ihv air limit 27 n, th'v aiihetavet-n tinins-inns L i'fi ilil l as i'he pisinna are lil()\'i(i in apl'iiying the hi'alie, so that no reti-iiing neems mail the piri-i eei ens-hienenness or jerkiness in applying the i pisiens are preferahiy iitmi to e shimhl also '1 ealv in. the cvliniler heads without i lune iwin venneeteil at the einls 1 02"- rather long levers 7 5, cnnsnieahle l0 gras nnrl nnavial lordinary'epetaiion where the (illhll-Pfii is. operative as a retaitjling device.

in (that: the opera'mr fails to uni-rate the hrake snitch in time to bring Lin: ear i rest at its normal limit of iliLYtl in either (,ill'tzeiinfi, hy the ordinary npta'atinn mi the iil'ilix'itfi, the cam 41 01- Lhe cam 427%. the muse may he, will engage the mller 4t) and mini.- the l'tlti i55 e m-axing the yalve 2 anti niilmving quick appiii-aiinn oi the lil:ii(t',-'. in Fig. 2 is shewn a. i'i'miiiiieri (tantru i titm. The relief \'ai\"e is here ftll'i'it'ti i a 1111i which i.-: r-nnneeteil to the i iii, il 01' an eiw-tm-i'nagin-i, 22. The t'Ul'P til is i normally litlti against a step (3 by a spring ii hearing against an ext nsinn m" the xalve 'l'inuihei' erni ii ihe sp ing "1i hears agaimt a stop ti ailjitstahie hy nw: n9 i of the set Ht'i'tW (2-7 to vary ihe iensiun oi the spring. When the eieeire magnet i: is energized the more ilv is pnlimi away fYOm the stnp 23 intu the position 3\,l1 \\l! in Fig 2, in \\'liitfii ihe port 27 ia eliiseii. \\'hen the magnet is ieiinei'gizeththe g ving ii moves ihe Pure 61 against th i-,i )l) (32 Anti th eweing in the Yaive is iii-might into :lliHtill-"hll iwiih the port it, admitting air into th': tlilfilhptlt. 'lhei'e areiwe ewiiehex in the (ll'efllli 0i the viiii-u-n'iagnet U2. namely. the harnl switch t'ifi mail the aui'mnatie SWitt'll WA. The swim-h iii) has; two iixed enniatris it) aini Ti spin-w! apart, anti a eontai't T2 mm'aiiie into position in bridge the Contacts; 7 and i T1. The contact 72 is earl-ital by, hut in- ;hiil2li((i from, a lever 73 p'n'otml at Ti tn the S\\'liffii The lever 73 (ziii'ihs a mile]- TS in msiiimitu he engaged in the rains i1 anti "Q I I The switr'n ii iiy helri in a (rinsed pnsition hy a spring: 1 Th. The iitlliti SWiit'il )8 is C(Fiiiltftifitl to the pursiiive main hyt'he Wire 77. A wire 78 rennenis iim rinnim'i, T'Ii of the hainl switi-h i with iilt .la'iniaet '71 (if the swiiviiml. ihe minim-l, iii (Hllilttit'ti by the Wii't to NIH, terminal of the nnigne-t (-nii iZ. while the. other iez'mina 0i will mil (thiiiitlQti in the zn- In nmin hy the \\'ii'v il. swiivh lei-v 5;, iiwitt-ti a1. H1, in a iiXX'tl gnppm-L z-imnw-tt-ii at its imwi' van! in thv IOtl it). \\'hiie in upper eini (:ltt'iih'ji (.Hfliflt'i fi. i'lhe ewntael, M is in i-ngageiheni wiih a i iixwl maxim-i $5 win-n the (Miro-magnet Z 2 \"iOFMi, imt

' the wire 88. It.is to be understood that the illustration of the switches and circuits is largely diagrammatic, and that the switches. 68, 90 and 92 are in practice usually located in the elevator car. The invention,..h,owever, is adapted for use also with elevators controlled from 'a switchboard out ,s ide the car.

The operation of the devices shown in rlfig. 2 Will now be described.

The switch 68 is normally retained in its closed position. This maintains a closed circ'uit through the magnet 62 as follows: from the positive main through "wire 77, switch 138, contact 79, wire 78,

contacts

71, 72, 70,

p wire 80, magnet coil 62-, wire 81 to the negativ'emiain. The magnet 62 is thus normally 'ener zed, maintaining the valve in its {clos d position. The brake magnet is cont rolled'in the ordinary operation of the eleg vator by the switch 90 corresponding to the switch l8'of Fig. 1. When this switch is closed, the following circuit through the brake magnet coil'16 is closed: from the positive main through wires 77, 91, switch ,0 90, contact 89, wire 88,

contacts

85, 84, wire 86, magnet coil 16 and wire 87 to the nega' 'tive terminal. The brakes are then released. hen the switch 90'is opened the circuit through the brake magnet is broken and the '3 brakes are applied, the"dash-pot operating as before explained-to permit the brakes to be applied gradually and smoothly. If, when the car is ascending or descending, the operator fails to open the. brake switch in time to bring the car to a full stop by the "ordinary operation of the brake before the car reaches its normal limit of travel, one of the eamsel, 42, will engage the roller 75 andopen the switch 69. This opens the circuit through the coil 62 which is thus deenergized and the valve 25 moved to the right, opening the port 27 and allowing a quick operation of the brakes, the same as in Fig. 1. But in addition to opening the valve 25, the rod 60 in its movement to the right moves the switch lever 82, separating the

contacts

84, 85. This will'not affect the operation in anyway if the switch 90 has been opened before the automatic switch 69 has been opened, the circuit of the brake magnet simply being opened .at two places. But if the operator fails to open the switch 90 before the automatic switch (39 has operated, the brakes will be applied entirely automatically. That is, the opening of the switch '69-will operate to open the valve 25, Land at the same time open the switch 84, in the brake magnet circuit, so that the brakes will be quickly applied. It at any 65 time when the switch is closed and the elevator running, the operator desires to ap ply the brakes'quickly, he can open the.

82 which is in the brake magnet circuit will remain'open, so that the operator cannot release the brakes by,closing the switch 90. But while the switch 90 is closed he can close the push button switch, which will close the shunt circuit around the

switch

84, 85, closing the brake magnet circuit and releasing the brakes.

I have shown my invention as applied to a traction elevator system, but it is applicableto other elevator systems, and also to brakes used for various other purposes. I have shown various operating and controlling devices, both electrical and mechanical, manually operable and automatic, and various other devices mightbe used within the spirit and scope of my invention. 1 do not, therefore, wish to be limited to the exact constructions and arrangements of parts shown and described.

What I claim as new and desire to secure by Letters Patent of the United States is 1. The combination with a plurality of brake levers, a plurality of brake shoes, and

means to operate the said levers, of an 'air cylinder, a plurality of pistons movable in the cylinder to compress the air, corresponding piston rods, and con .ections between the piston rods and the brake levers.

2. The combination with a plurality of brake levers, of a plurality of brake shoes, 'means for operating the levers, an air cylinder, pistons movable in the cylinder to compress the air, piston rods, connections between the piston rods and the brake levers, and means to permit a gradual escape of the air from the cylinder.

3. In a brake mechanism, the combination with a pair of brake levers, brake-shoes connected to the levers, and -means for moving the brake levers toward pach other and thereby applying the brakes,.of an air cylinder located between the brake levers, pistons in the cylinder confining and compressing the air in the cylinder while the brakes are being applied, and connections between the pistons and the brake levers.

4. The combination with a brake an means for operfiting the brake,-of means for retarding t e operation of the brake, and automatically opera-ted means for rendering the retarding means inoperative. V

5. The combination with a brake and means for operating the brake, of mechanism opposing trhequick application of the means.

6. The combination with a brake and operating means therefor, of a dash-pot connected to and retarding the operation of the brake, an air duct leading from the dash-pot, and a valvev normally closing said duct, but movable into position to open said duct and permit a free escape of air from the dashot.

7. The 'combii-iation with a brake and operating means therefo of dash-pot con-' nected to and retarding the operation of the brake, a restricted passagewaycommunicatingwith the tlaslhpotto permit a gradual escape of the air, and a relief valve connected to the dash-pot and movable into position ermit a free escape of air from the dasiiiot.

In a brake mechanism, the combination with brake levers, of brake shoes connected to the levers. for moving the brake levers toward each other to apply the brakes,

.' an air cylinder, pistons movable toward and from each other in the cylinder, connections between the pistons and brake levers, an an duct leading into the cylinder between the pistons, a valve in said duct restricting the:

escape of air from the cylinder, 21 second air duct leading into the cylinder, and a valve normally closing said duct, but movable into position to permit a free escape of air from the cvlinder.

f). The combination with a brake and means for applying the brake. of means for retarding the application of the brake, and a device for controlling the operation'of both of said means.

10. The combination with a brake and means for applying the brake, of a device for retarding the application of the brake, and a manualljv operable device for rendering the retarding! device i-hoperative and controlling said brake-applying means.

ll. The combination with a brake and IIH'HUS for applying the brake. of a dash-pot device for retarding the application of the brake, and'afldevice for rendering the re-- tarding device inoperative and controlling the brake-appl ving-means at a single operation.

The combination with a brake and an electro-maznet for operating the brake. of

dash-pot normall;-

ot. a manual switch in the-electro-magnet circuit, a second switch in the circiiit. and a means for operating the relief alve sin and id second switch.

7 The combination with a motor. of a1 bralte, a retarding device for the brake, and

retarding the applicaion of the brake, a rclief'valve for the dash- I;

-.aulomatiomeans tor controlling the retardmg client of said device.

14. The combination with a motor, of a braltea retarding device for the brake, and automatic means for rendering the retardl mg device incflective under predetermined conditions. 7

15. The combination with a motor, of a brake, a dash-wit connected to and normally retarding the application of the a relief valve on the dash-pot, and for automatically opening the relief brake, means valve,

16. The combination with a motor, an electro-mag'netic brake. and a manual switch for controlling the brake, magnet circuit, of a dash-pot connected to and normally re tarding the application of the brake, a relief valve for the dash-pot, and means for fiU EO ;matically opening the relief valve.

- 17. lhe combination with a motor, and a :lH'filiB, of a dash-pot connected to the brake and normally retarding its application, a normally closed relief valve-for the dash-pot, a movable cam, a device extending into the ath of the can'n-andbperative connections a tween said device and the relief valve.

18. The combination with a motor, of a =brake, a retarding device for the brake, and automatic means for controlling the retard- -ing device.

19. The combination with amotor, of a brake, a retarding device for thebrake, and automatic means for controlling the retarding effect of said device.

20. The combination with. a. motor, an electromagnetic brake, and a controlling switch for the brake magnet circuit, of a retarding device for the brake, and means for rendering said device ineffective and control ling the brake magnet circuit at e single operation. I V

'21. The combination with a motor, an

electro-magnetic brake, and a switch con-. trolling the brake magnet circuit. of a dashpot connected to the brake and nori'nally retarding, its application. a relief valve for the daslhpot, and means operating saidrelief valve.

22] The combination with a motor, and a brake, of a retarding device for the brake, means for automatically renderingsaid device inellectiveat predetermined periods, and a manual, device ,for rendering the retarding device ineffective and applying the brake.

The combination with a motor, and a brake. of means for retarding the application oi the brake. and automatic means for rendering the retarding device ineffective-125 and applying the brake.

24. Thevcombinaiion with a motor, of a brake, a rl-sh-pot connected to the brake and norma Ly retarding its application. a

1 relief valve for the dash-pot, andineans for 130 automatically opening the relief valve and applying the brake.

25. The combination with a motor, and an clectro-magnetic brake, of a dash-pot connected to the brake and normally, retarding its application, a relief valve for the dash-pot, an electro-magnet' controlling said valve, and a switch controlling the circuits of said clectro-magnet and the brake magnet.

26. The combination with a motor, and an clectromagnetic brake, of a dash-pot connected to the brake and, normally retarding its application, a relief valve for the dash-pot, an electro-magnet controlling said valve, a switch controlling the circuit of said electro-magnet and the brake magnet, and means for automatically operating the switch.

27. The combination with, a motor, and

an clectro-magnetic brake, of adash-pot connected to the brake and normally retarding its application, a relief valve for the dash-pot, a switch in the brake magnet circuit, an electro-magnet controlling the relief valve, and a switch controlling the circuits of the brake magnet and said controlling clectro-magnet.

28. The combination with a motor, and an electro-magnetic brake, of a dash-pot, a relief valve for the dash-pot, an electromagnet controlling said valve, and a switch in the brake magnet circuit also controlled by said electro-magnet.

29. The combination with a motor, and an electro-magnetic brake, of a dash-pot connected to the brake, a relief valve for the electro-magnetic brake, of a dash-pot con-' nected to the brake and normally retarding its operation, a relief valve for the dash-pot, an electro-magnet connected to the relief valve and holding it closed when the magnet is energized, means for opening the valve when the magnet is deenergized, an automatic switch in the circuit of said electromagnet, means for holding said switch nor'-- mally closed, a manually operable switch insaid circuit, a switch in the brake magnet circuit operatively connected with the relief valve, a shunt circuit around said lastnamed switch, a manual switch in the shunt circuit, and a manual switch in the brake magnet circuit.

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

AXEL MAGNUSON.

\Vitnesses WV. H. STOKES, J AMES G. BETHELL.