US1326440A

US1326440A - Apparatus for operating and interlocking the landing and cage gates of elevators.

Info

Publication number: US1326440A
Application number: US29989219A
Authority: US
Inventors: Eugene Chaudoir
Original assignee: Individual
Current assignee: Individual
Priority date: 1919-05-26
Filing date: 1919-05-26
Publication date: 1919-12-30
Anticipated expiration: 1936-12-30

Description

E. CHAUDOIR.

APPARATUS FOR OPERATING AND INTERLOCKING THE LANDING AND CAGE GATES 0P ELEVATORS.

APPLICATION FlLED JULY 10. I916- RENEWED MAY 26.1919. I

Patented Dec. 30,1919.

3 SHEETS-SHEET I.

. (villa ug Eugne (Zia/glad??- E. CHAUDOIR.

APPARATUS FOR OPERATING AND INTERLOCKING THE LANDING AND CAGE GATES 0F ELEVATORS.

APPLICATION FILED IULY I0. I9I6- RENEWED MAY 26, I919. 1,326A4z0.

Patented Dec. 30,1919.

3 SHEETSSHEET 2.

K Inveniar: E u 9'@ne Ch audogl 2/2 *4 E. CHAUDOIR.

APPARATUS FOR OPERATING AND INTERLDCKING THE LANDING AND CAGE GATES 0F ELEVATORS.

APPLICATION FILED JULY I0, 1916. RENEWED MAY 26.1919.

1 26,440. Patented Dec. 30, 1919.

3 SHEETSSHEET 3.

. 5 gm g J i (f2 -i i 2- if;

4? X i 42 E 274/0.

I l E ,-J 5

I nven'tor:

E uy 6 Chaudo/ b flM ZQ/dQ/ ba ua v A fiyg l INITED STATE EUGENE GHAUDOIR, OF LIVERPOOL, ENGLAND.

FAT OFFICE.

APPARATUS FOR OPERATING AND INTERLQCKING THE LANDING AND CAGE GATES OF ELE VAIOBS.

Specification of Letters Patent.

Patented Dec. 30,1919.

Application filed July 10, 1916, Serial No. 108,501. Renewed May 26, 1919. Serial No. 299,892.

1/ 0 all whom it may concern lie it known that I, EUGENE UHAUDOIR, a subject of the King of Belgium, and residing at lVavertree, Liverpool, in the county oi Lancaster, England, have invented certain new and useful Improvements in Apparatus for Operating and Interlocking the Landing and Cage Gates of Elevators, operated by the instrumentality of the door or gate on the lift car or cage itself, of which the following is a specification.

T his invention relates to nieans tor operating and locking the gate of a lift cage and the landing gates of the lift well, and h reference more particularly to those arrangements according to which the car gate and the respective landing gate opposite the car gate, when the car is at a landing, are connected together so that movement of the car gate opens the landing gate.

According to the present invention the means by which the two gates are connected together when they are in alineinent, are so articulated to, and are so adapted to cooperate with the locking means, that when one of the gates is operated the unlocking is effected and both gates thereupon opened by the movement of one of them; the arrangement is, however, such that the looking means are not operated merely by the alinernent oi' the gates as the car passes the landing gates, although such alinenient is a condition precedent to the operation of the locking means by the opening of one of the. gates.

e invention is illustrated in the accompr; v ing drawings, in which Figures 1, 2 and 3 show the invention applied to acase in which the landing gate only is locked, and

in which it is released and operated by the operation ot the car gate; Fig. 1 is an elevation on the line I, I, of? Fig. 2, which is a corresponding side elevation in section on the line II, II, at Fig. 1; Fig. 3 is a plan in section on the line III, III, of Fig. l; and Fig. l: is a 'detail of the latch. and rack; Fig. 4 is a plan with the two parts separated.

Figs. 5, 6 and '7 show the invention applied to a case in which both'doors can be operated simultaneously by the one/ration of either the landingdoor troni tie landing side or the car door from he car; is an elevation in section on line "V, V,

ot Figffi; Fig. 6 is a side elevation in section on line V I, VI, and Fig. 7 a part plan in section on the line VII, VII, of Fig. 5.

Fig. Sis an elevation on the line VIII, VIII, of Fig. 8 of a modification in which the cams are on the car gate and the looking device on the landing gate; Fig. 8 is a part plan, and Fig. 8 shows the modification when the car gate is a collapsing gate of the Bostwick type. Figs. 9 and 10 illustrate a modification in which the car gate, as well as the landing gate, is locked, Fig. 9 being an elevation in section on the line IX, IX, of Fig. 10, which is a corresponding side view in section on the line X, X, of Fig, 9. Fig. 11 is an elevation of two coupled gates and an interlocking switch.

Referring first to Figs. 1, 2 and 3, a pair of cams I), B, are provided tor each landing gate Z; these cams are carried from a bracket D which in turn is secured to the door Z in any convenient manner, say by being attached to the bearer plates I by which the gate is carried from the track wheels H; the cams preferably have tapering or curved ends or are of doubled in clined plane term, and are located opposite each other so that they leave a vertical path between them with a bell mouthed portion at each end so as to permit the passage between the cams ot' a striker or roller C which is afiixed to the gate Y of the cage. The bracket D carries two pins P on which the cams B and B have limited sliding movement; the movementot B is only sutlicient to allow of lateral movement of the striker pins (l as the car sways in rising or falling, the movement 0t B is, how ever, for a reason to be explained, considerably greater than that ot B. The cam plates are connected together by springs E which give the necessary elastic or lateral movement and which act as buffers to absorb the shock of the door when opening or closing. Pivotcd to the same bracket D is a hook, or catch F. the tail X of which is located betweenthe cams B, B, or it may be attached to B, the attachment being such that while the cams are in their normal p0- sition (that shown in full lines Fig.1), the beak or hook f oi the latch engages with a fixed pin or one of a series of pins or one of the teeth. g of the rack G, which latter secnred the gate trains, gate carrier,

or wall, in any convenient manner. Another suitable form of latch and rack is shown in elevation and plan in Figs. 4 and 4 The object of fitting a plurality of pins or teeth 9 is that while normally the latch engages withthe tooth most remote from the cams when the gate is eli'ectually closed, it will, if the gate should not be quite closed, engage with one of the nearer pins or teeth, thus eflectually locking the gate. The $931116! result may of course be obtained by means of a single pin or tooth and by providing the latch with a olurality of engaging teeth, as shown, for instance, in the latch illustrated in Fig. 8 The latch may be pivoted to the fixed bracket D as in the arrangement of Figs. 1 to 3, or, as shown in full lines in Fig. 8 itmay be pivoted to the gate at some distance from the cam and be connected by a rod such as Q to an actuating lever pivoted on the bracket 1); in the case of a collapsing gate, the rod Q, instead of beingof rigid construction, would be jointed as shown in the chain dotted lines of Fig. 8 so to allow for the approach of the pickets as th gate is collapsed, and a spring such as 9 would be fitted.

The path or space left between the cams B, B, permits of the free passage up or down of the striker or pin C while the car is moving and during the time that the car gate Y is closed; there is therefore no movement of the locking mechanism during the travel or during the starting up or stopping of the car.

When the car is brought to rest in proper position in relation to a landing, the striker or pin C comes to rest between the two cams B and B; if new the car be opened, the sn'iker C comes into contact with the cam B which is moved in opposition to the springs E until it reaches its limit of movement on the pins P. This limited movement permits the tail X of the latch F to follow the cam l3, whereupon the latch becomes disengaged from the rack G, thus unlocking the landing gate.

Further moven'ient of the striker C consequent upon the opening of the car gate is effective, through the cam B, pins P and bracket l), in opening the landing; gate; when the car gate is closed the striker G comes into contact with the cam plate B, and the cam plate B, being now released from the pressure of C, is drawn toward B by the springs E, so that while the car gate in closing is eii'ective in closing the landing gate, this act also leaves the latch F free to engage with the rack G so as to lock the gate as soon as the closingis accomplished; thus the opening movement of the car gate, by, say, the lift attendant, unlocks the landing ate and opens it, while the closing movement of this gate closes the landing gate and looks it.

The lift actuating means is interlocked in any suitable manner with the car gate so that the lift cannot be operated while the car gate is open; Any suitable device may be employed for this purpose; for instance, in the case of electrically operated lifts, a switch such as is shown diagrammatically in Fig. 1 may be employed; the leverA is pivoted at (a and the end a of the lever is shaped so as to be located, when drawn down by the spring or, directly in the path of the hooked end f of the latch F as the latter moves into its engaging position; when in this position the connection between the conductors a and a connected respectively to the switch A and the contact piece a, is broken and as these conductors connect the switch in control circuit of the motor, the latter cannot be started until the hooked end of the latch F is engaged with one oil the teeth of the detent G. Any of the well known types of gateoperated, or latch operated switches may be employed provided they insure that, when the gate is open the motor drivingthe lift is rendered inoperative. For example a switch such as A, Fig. 11, is operated by the gate in such manner that the switch is opened concurrently with the gate; this switch is inserted in the anain or a control circuit so that when it is open the lift can not be operated; in the example illustrated in Fig. 11,- the cam or roller 0, is carried from the car gate, and when the gate is closed this roller supports the switch lever a? so that the switch bridges the contacts a and closes the circuit; when the gate is opened the support is withdrawn from the lever and the circuit is opened. Any suit able type of switch may be used and it may be operated in any suitable way by the gate; for instance, where the gate has a: locking latch the switch may be so operated that the circuit remains open until the latch is actually engaged to lock the gate.

In the example illustrated the car gate and the landing gates are ordinary sliding gates supported by bearers I, from the track wheels H, which run on the tracks H, these tracks being carried, in the case of the landing gates, from the wall or gate frame, and in the case of the car, from the car body Y.

If desired, the car gate may be locked by a catch similar to F; this arrangement is shown in Figs. 9 and 10. In these figures I the cams B and B, the bracket D, the latch F and the catch G are constructed and con nected as already described in connection with Figs. 1, 2 and 3, and these parts are located on thelanding door or its '5 ame, as described. The latch F 2 is carried on a pivot 7 fixed to the cage gate, and is adapted to engage with the catch pin 9 fixed to the cage frame; the latch F is operated by means of a lever f pivoted at f to the cage gate, and provided with two pins f and f and with a striker piece C which takes the place of the pin G of Figs. 1 to 3,'and which comes to rest, when the car stops at a landing, between the cams B, B; the movement of the lever is limited by the pins as and when there is relative movement between C and the cams B, B, caused 'ay, by opening the cage gate, or by opening the landing gate the lever f" tilts and one of the two pins 7' or f raises the latch F so that it may clear the pin 9 the pin 9 is so located that limited movement of the car gate is permitted before disengagement. Further opening movement of the car gate moves B relatively to the bracket D on which the latch F of the landing gate is pivoted. This releases the tail X of the latch F and trees the landing gate to move with the car gate. In other respects the action is similar to that described in connec tion with Figs. 1 to 3, the lever P, as the gate is closed, coming intocontact with the stop 0 on the car gate and moving the landing gate by contact with the cam B.

In the figures just described Y is the cage gate and Z the landing gate.

in some cases, in say, push button lifts, it is necessary that the landing gates and the car gate shall be opened, when the car is opposite the appropriate landing, by an intending passenger in the act of opening the landing gate on that landing, and also that both gates shall be capable of being oper ated by the car gate when the car is opposite the landing at which the passenger desires to leave the car.

In such cases the lock on the cage gate, where it is desired to lock this gate, is constructed as described in connection with 9 and 10, and it will be seen that with this construction the latch F is released when the landing gate is opened and the striker piece (l engages with the cam 13, or when 1 the cage gate is opened and the striker piece engages with B; in each case the tilting of f raises F The arrangement of the cams and latch for a landing gate of a push button lift is shown in Figs. 5, 6 and 7. In this case Y is the cage gate, and Z the landing gate fitted with runners H carried from plates l" and rolling on tracks H the cage gate is omitted from The cams B and lr' are slidably carried on the pins S secured to the gate Z by the bracket D springs S are interposed between, the cam R and the bracket D which normally maintains this cam in its extreme position on the left of the bracket D and against the stops s and springs S are interposed between collars s on the other ends of the pins, which springs maintain the cam B in its extreme position to the left, and in contact with the bosses al of the bracket D The latchit is pivoted at f to the bracket D and its hooked end is adapted to engage with the teeth of the detent G the tail 7 of the catch is provided with an engaging piece X located between the cams and B and the catch is normally maintained by the cam B in engaging position,- the cam B is articulated by the rod T, the lever i, the rod 2 and the lever t, or by any other suitable connection, to the gate operating handle ll. A striker piece C is attached to the cage gat Y and this piece, as shown in chain-dotted lines Fig. 5, comes into interposing posit-ion between the cams B and B when the cage gate is in alineinent with the landing gate. A is a switch in a circuit which controls the motive power which opcrates the lift.

The action is as follows :-A passenger on a landing desiring to enter the cage when the latter has come to rest in alinement with the landing door, operates the handle W in the direction of the arrow; this moves the cam 13 to the right in opposition to the springs S when the striker piece C is in inter-posing position (but not otherwise) the movement of the cam B is transmitted to the cam B and as the latter moves to the right the engaging piece X is released from engagement with the cam B and the catch F is released from the detent G further movement of the handle "W to the right opens bot-h gates, the cage gate Y being opened by engagement between the cam B and the striker piece After the passsenger has entered the cage, the closing of the cage gate closes the landing gate and looks it, and the lift cannot be operated till this is done and the switch A is closed. On arrival at the desired landing, the striker piece C will be located between the cams on the gate of that landing, and the opening of the car gate will, result in the unlocking and opening of the landing gate.

lVhcre it is desired with this arrangement to lock the car gate so that it can be opened. only when the car is opposite a landing, the car gate locking arrangen'ient described in relation to Figs. 9 and 10 is, as stated, fitted, in which case the striker C on the tail of the lever P which operatesthe car gate locking latch F takes the place of the striker C in the arrangement just described.

It will be seen that when the double lock is fitted, the latch F is released by the operation of the cams when the landing gate opened, and that it is also released when the car gate is opened, by the limited move ment permitted to the car gate before it beg to unlock and open the landing gate. It will be further seen that in each case the cooperation of the striker tail piece C or equivalent device is required before any landing gate c be opened,- and that this il 'v afforded when the car is at rest in its proper position in relation to a landing.

The arrangement is equally applicable to those cases in which the car gate or the landing gate is made in the form of a double gate, say Z, Z as shown in Fig. 11. In this case each half of the gate is provided with a rack J, which racks are coupled together by a pinion O mounted on ball bearings so as to insure sympathetic movement of the parts Z and Z in opening and closing.

The track wheels H are preferably mounted'on ball or roller bearings comprising a race L and balls or rollers K, and in the arrangement described, the ball bearing spindle M is carried in slots in the bearers I of the gates Z, Z? so as to permit a relative limited movement between the spindles and the gates, to ease the shock in opening or closing, should the track wheels H meet with an obstruction.

Instead of fixing the cams B, B to the landing gates as described in Figs. 1 to a, these may of course be fixed to the car gate Y as shown in Figs. 8 and 8 in which case the latch Ff would be fixed on the landing gate Z*, the tail part X* of the latch coming between the cams 13* and B when the car is in proper position in respect to the landing.

It follows from the description given that the cage gate cannot be closed by an attendant or a passenger in the cage without closing the landing gate at the same time; if, therefore, a device be fitted to the cage door, which when the latter is open is effective in preventing the operation of the motive power by which the lift is operated, this device will at each landing be connected to the landing gate, and will be as effective in insuring the closing of the landing gate as would be the case if each landing gate were fitted with such a device. In cases therefore where my invention is appliedto lift gates, only one such device on the car gate need be fitted.

Having now fully described my invention, I declare that what I claim, and desire to secure by Letters Patent is 1. In an elevator and in combination with the cage gate and the landing gate; a locking device on the cage gate; an actuating part on the cage gate movable relatively to the cage gate and adapted by such-relative movement to actuate the cage gate locking device; stops to limit the said relative movement; a locking device on the landing gate; an actuating part on the landing gate having limited movement relatively to the landing gate and adapted by such movement to actuate the landing gate locking device; stops ,to limit the said relative movement; said two actuating parts being located on the respective gates so that they come 1nto operative relationship when the gates are in vertical alinement, and, when one of the gates is moved transversely relatively to the other, said parts are by contact with each other moved to their limit positions, and each thereby actuating its respective device, said parts after the said movement has reached its limit serving to connect the two gates together; substantially as described.

2. In an elevator and in combination with the cage gate and the landing gate; a locking device on the cage gate; a lever pivoted to the cage gate and adapted in its limiting positions to open the locking device; stops limiting the movement of said lever; a locking lever on the landing gate; a tail piece on said locking lever; a striker pin, a pair of cams on the landing gate between which the striker pin passes as the cage moves up and down and one of which has limited movement relatively to the landing gate and in one of its limiting positions engages the tail piece so as to close the landing gate locking lever and springs tending to move the said cam into the engaging position; substantially as described.

3. In combination with the cage gate and the landing gate of an elevator; a locking device on the one gate; a lever having limited angular movement and adapted to actuate the locking device; a striker pin carried from said lever, a pair of cam surfaces on the other gate, one of the said surfaces being spring controlled and having limited lateral movement relatively to the gate; a locking device on this gate; a lever pivoted on the gate actuating the locking device; a tail piece carried by said lever which tail piece is normally pressed by the last mentioned cam plate to cause the engagement of the locking device, said striker pin lying between the cam plates when the gates are in alinement and when the gate to which it is attached is moved, being first deflected by contact with the cam plates so as to release the locking device connected with it and then to move the said cam plate relatively to the second gate and permit the movement of the tail piece necessary to disengage the locking device connected to it; substantially as described.

4:. In combination with the cage gate and the'landing gate of an elevator; a striker pin carried on the cage gate; a pair of cams carried on the landing gate, said cams being spring controlled and each having limited relative movement to the gate; an operating handle on the landing gate; means articulating one of the said cam plates to said handle; a locking device; a lever pivoted to the landing gate and having a tail piece normally making contact with the other cam plate which contact maintains the locking device in the engaging position; the'striker pin on the cage gate forming an interposingpiece between the cams by which movement transmitted to the handlecontrolled-cam is transmitted to the other cam to release the locking device, said striker pin and came also serving to couple the gates together so that they open and close in unison; substantially as described. 7

5. In combination With the cage gate and the landing gate of an elevator; a striker pin; a lever carrying the striker pin and having limited angular movement; a looking device on the cage gate actuated by the said lever; a pair of cams carried on the landing gate said cams being spring controlled and each having limited movement relatively to the gate; an operating handle on the landing gate; means articulating one or said cam plates to said handle; a locking device; a lever pivoted to the landing gate and having a tail piece normally making contact with the other cam plate which contact maintains the locking device in the engaging position; the striker pin on the cage gate forming an interposing piece between the cams by which movement transmitted to the handle controlled cam is transmitted to the other cam to release the locking device, said striker pin and cams also serving to couple the gates together so that they open and close in unison; substantially as described.

In Witness whereof I have hereunto set my hand in presence of two Witnesses.

EUGENE GHAUDOIR. Witnesses:

J. E. LLOYD BARNES; Josnrn E. Hmsr.