US1326984A

US1326984A - Elevator

Info

Publication number: US1326984A
Authority: US
Publication date: 1920-01-06
Anticipated expiration: 1937-01-06

Description

J. J. SPROUL.

ELEVATOR.

APPLICATION FILED MAR. 29,1917.

1,326,984. Patented Jan. 6, 1920.

' 5 SHEETS-SHEET I.

E YE

J. J. SPROUL.

ELEVATOR.

APPLlCATlON FILED MAR. 29. 1917.

Patented Jan. 6, 1920.

5 SHEETS-SHEET 2- I l/VVE/VTUR I yKAYM I 1.1. SPROUL.

ELEVAIOR.

APPLICATION FILED MAR. 29. 1917.

1 26,984. Patented Jan. 6, 1920.

5 SHEETS-SHEET 4.

' Arron/15y l. J. SPROUL.

ELEVATOR.

APPLICATION FILED MAR- 29. I917- 1,326,984. Patented Jan. 6,1920.

' l;- EETSSHEET 5.

JOHN J. SPROUL, OF NEW HAVEN, CONNECTICUT.

ELEVATOR.

Specification of Letters Patent.

Patented Jan. 6, 1920.

Application filed March 29, 1917. Serial No. 158,145.

To all whom it may concern Be it known that I, JOHN J. SPROUL, a citizen of the United States, residing in New Haven, in the county of New Haven and State of Connecticut, have invented a new and useful Improvement in Elevators, of which the following is a specification.

My invention relates to elevators of the type in which a motor operated by non-compressible fluid is employed to drive the elevator car, and more. particularly the invention involves a motor driven by oil or other non-compressible fluid under steam pressure. Preferably, a reciprocating motor is connected to and arranged to rotate a drum for driving the elevator car in both directions by means of hoisting cables. The steam which applies pressure to the non-compressible fluid may be derived directly from a steam generating plant in the building, or from an outside source of steam supply.

An object of the invention is to provide an elevator particularly adapted for hi 'h buildings and which will have a high e%- ciency, and which will be simple, safe and practical for driving the elevator in both directions by steam pressure applied directly to non-compressible fluid which drives the motor for lifting and lowering the car. The arrangement dispenses with the power transforming elements including engines, electric generators, and electric motors, or pumps, usually interposed between the steam generator and the motor for driving the elevator car, as in hydraulic elevators, wherein a steain pump is employed for returning the fluid to the pressure tank, or as in electricelevators, wherein a steam engine and an electric generator are employed for generating current for the motor which drives the elevator, each of which elements transforms the power at a great loss of efliciency.

The invention also secures the advantages of an overhead motor connected directly to the hoisting drum and adapted to rotate the same, and provides for the use of a motor which is comparatively small, compact and light in weight, and therefore well adapted for overhead use.

During the travel of the elevator car from the bottom to the top of its run, or vice versa, the motor makes a certain number of revolutions, and a corresponding amount of the non-compressible fluid which actuates the motor, is circulated therethrough.

I use lubricating fluid or oil confined in closed tanks, to be circulated through and actuate the engine, because it lu'bricates the engine, packings can be dispensed with in the engine, and the efliciency is greater and the life of the engine longer than when water is used therein.

I employ a device in each tank through which the steam must pass before it strikes the oil, this device comprising a perforated receptacle or box, and containing copper wire or other suitable material irregularly disposed in it. The steam in passing into this receptacle and striking the wire is broken up and discharged from the various perforations in the receptacle, so that it will not strike merely a comparatively small section of the surface of the oil directly beneaththe inlet ports, but will be distributed mpre or less over the whole surface of the o1 I am familiar with, and have had experience in installing and operating elevator systems known as hydro-steam elevators, in which a piston or a plunger is operated in a cylinder and driven by fluid controlled by steam in a pressure tank. The present invention is an improvement on such systems, because it can be used to great advantage in very high buildings, since a rotary element is employed to drive the elevator. As the steam is conducted from the generating plant in the cellar to the top of the building with very little loss of efficiency, the elevator engine for driving the rotary element may be placed at the top of the building, no matter how high the building is. Also, because the size of the engine does not need to be increased in proportion to the height of the building, the present system can be used where it would not be possible to use the old style or hydro-steam elevator.

In the present system, I prefer to have the cables on the drum free and operated by frictional contact with the drum. This is an advantage in that the drum does not need to be so large as would be required if the cables were fastened to-the drum. I prefer to use a multiple cylinder engine, although some other rotary engine might be used. A multiple cylinder engine has a large factor of safety, as each cylinder forms a safety device, and there is hardly a possibility of all the cylinders breaking at one time.

In practising the invention, the elevator car may be driven by an overhead motor of the type above mentioned, which is connected directly to a hoisting sheave to drive the car by means of cables running from the car over the sheave and connected to counterweights. Steam under pressure may be supplied from a generator in the basement of the building or other convenient location, the steam being fed to overhead closed tanks or reservoirs to supply pressure to fluid within said tanks. The oil is thereby forced through the motor to drive the same, it being understood, of course, that the oil is driven through the motor from one tank to the other and vice versa, depending upon the direction in which it is desired to drive the car, for as I have already mentioned, with this device, the motor is driven by the fluid under pressure in both directions to drive the car in both directions.

The reservoirs or tanks containing the fluid are made with double walls with a vacuum between them, and all the pipe connections for the steam are covered with some suitable non-heat-conducting material, to prevent the condensation of the steam.

I also provide that the steam pressure shall be on both tanks when the elevator car is at rest, for with an elevator of this type, where fluid under pressure is to be circulated through the motor to drive the same,' it is important that the pressure be on the fluid when the valves controlling the circulation of the fluid through the motor are opened, for otherwise in starting, the car would. slip down or the counterweight, depending which is the heavier, until the pressure on the fluid had built up sufliciently to drive the motor. With my arrangement, this is not possible for when the fluid valves are opened the steam pressure is already on the fluid. In other words, I provide an instantaneous following up of the steam on the fluid. The fluid valves control the fluid so as to lock the motor in a position of rest when they are closed, and in addition I have provided an electric brake which is applied to the motor shaft, this brake being controlled from the car, and being made powerful enough to hold the car of itself, should the valve mechanism controlling the fluid get out of order, or any of the other parts controlling the car.

I have provided also two controlling means for the car, a hand rope control and an electric control. One or the other may be used to control the ear, and should one fail it is not likely that the other would at the same time, and the car could be run on either one until the other had been repaired, I provide limit stops connected to the car to control the fluid valves so that the car will be automatically stopped at bottom and top limits.

Referring to the accompanying drawings, which illustrate an elevator system embodying the principles of my invention, Figure 1 is a part sectional elevation showing an elevator system with my invention applied thereto; Fig. 2 is an elevation of the motor; Fig. 3 is a front sectional elevation of the motor,- Fig. at is a sectional side elevation of the same; 5 is an elevation of the brake and operating means therefor; Figs. 6 and 7 are side elevations respectively of the hand rope and electric controlling apparatus for the controlling valves; Figs. 8 and 9 are front elevations partly in section of the apparatus of Figs. 6 and 7 5 Fig. 10 is a wiring diagram showing the electric control for the valve mechanism and the brake; and Fig. 11 is a sectional elevation of the device used in both tanks for distribution of the steam over the entire surface of the oil.

Referring particularly to Fig. 1, the elevator car A is driven by a motor B having a shaft 11, on which is mounted a hoisting sheave 12, over which run hoisting cables 13, connected at one end to the car and, at the other end to a counterweight 1 1. A friction brake C may be mounted directly on the drive shaft 11.. The motor B may be driven by forcing a non-compressible liquid 17, preferably oil, to circulate through the mo tor, the pressure being preferably supplied by steam under pressure.

A furnace 18 in the basement of the building, or other convenient location, generates steam which is conveyed from the boiler 19 through a pressure pipe 20, leading upward through the

floors

21, 22 and 23, of the building, to and through the device of Fig. 11, which comprises a receptacle L having perforations P in its four walls and its bottom and top, and containing small copper wire S loosely and irregularly disposed therein, to double-walled closed tanks D and E, containing oil, the receptacles L being located at the top of these tanks. When steam pressure is admitted to the tank D, through valve mechanism G, pipe 21, it forces the oil in said tank, by way of pipe 25 through the valve mechanism F, pipe 26 to the motor B, through which the oil circulates, thereby driving the motor to drive the car A. The oil in this instance is discharged from the motor B through the pipe 37, valve mechanism H, pipe 28, to the tank E. lVhen the valve G is set to admit steam under pressure to the tank D, another valve J connected with the tank E is open, to permit the discharge of steam from the tank E to exhaust pipe K. To drive the car A in the other direction, steam under pressure is ad mitted to the tank E by way of pipe 20, valve mechanism J, pipe 29, forcing the oil in tank E out through the pipe 28, valve mechanism H, pipe 27, to the motor B, through which it circulates to drive the car in the opposite direction to which it was driven before, and by way of pipe 26, valve mechanism F, pipe 25 to the tank D. lVhen the valve J is set to admit steam under pressure to the tank E, the other valve G connected with the tank D is opened to permit the discharge of steam therefrom to the exhaust pipe K. With everything in neutral position, the valves F and H are set to lock the fluid in the system to maintain the motor at rest. The valves G and J are set at this time to maintain pressure on both tanks, enabling the car to be started Very quickly when the fluid valves are open, and preventing any, slippage of the car in start ing. I have provided the tanks with double walls and a vacuum between, to retard the lowering of the pressure in the tanks due to' loss of heat through the walls of the tanks.

To take care of whatever water may form in the tanks due to condensing of the steam, I provide tanks at the bottom of the tanks D and E and having passages communicating therewith. These tanks, designated T, are connected to a reservoir connected to the exhaust pipe K. Any water forming in the tanks D and E will sink down through the oil to the bottom of the tanks T, from which it may be drawn off through the pipes 30, by opening the valves 31. Sight glasses 32, 32 may be provided on the tanks T so as to enable the water in the tanks to be seen.

The valve mechanism controlling the fluid and the steam under pressure, will now be described. Referring particularly to Figs. 6, 7, 8 and 9, the valve F comprises a piston 33, adapted to control a port 34 controlling passage of fluid through

pipes

25 and 26. The valve H comprises a piston 35 controlling the

pipes

27 and 28. The

pistons

33 and 35 have a slot and pin connection with levers 36, these levers being pivoted at 37 to stationary arms 38 preferably attached to or formed integral with the casings of the valves. The upper ends of the levers 36 have a slot and pin connection with a member 39, which in turn is pivoted to a member 40. This member is pivotally attached to a stud 41 carried by a gear 42, which gear is adapted to be rotated by a small gear 43 carried on the armature shaft of a small electric motor M controlled from the elevator car A. The gear 42 may also be operated by a hand rope 44 from the car, through pulley 44 carried on the shaft 45 on which the gear 42 is mounted. It will be seen from Figs. 8 and 9, that rotation of the motor M in a clockwise direction as viewed in Fig. 8 will cause the levers 36,

members

39 and 40, to assume the position shown in Fig. 9, to open the valves F and H. It will be seen also that the valves F and H always move simultaneously and in the same direction relative to each other. The valve G, which is one of the steam pressure controlling valves, comprises a casing 45, having

ports

46 and 47, 46 leading to the pressure pipe 20, and 47 to the exhaust K. The pipe 24 enters the casing 45, for admitting pressure to the tank D or permitting exhaust therefrom. A double ended piston 48

controls ports

46 and 24, to admit pres sure to the tank D, or. ports 24 and 47 to permit the exhaust of steam from the tank D to the pipe K. The valve J is similar in construction, comprising a casing 49 having ports 50 and 51, 5O connecting with the pres sure pipe 20 and 51 with the exhaust K. The pipe 29 enters this valve for the purpose of admitting pressure to the tank E, or exhaust therefrom. A double-ended piston 52 controls the

ports

50 and 29 to admit pressure to the tank E, and the ports 29 and 51 to permit the exhaust of steam from the said tank. The

pistons

48 and 52 are caused to reciprocate in their

respective casings

45 and 49, by means of a cam 53, mounted on a shaft 54, the other end of this shaft carrying a pulley 55 connected by a rope or cable 56 to a pulley 57 which is mounted on one end of the shaft 45 on which the gear 42 is mounted. The

pistons

48 and 52 carry pins 58 riding in the cam slot 59. A pull on the hand rope 44 in the car in a direction to rotate the gear 42 in an anti-clockwise direction will actuate the valves F and H to the position shown in Fig. 9, and at the same time rotate the cam 53 by means of the

pulleys

55 and 57. to cause the piston 48 of the valve G to assume the position shown in Fig. 9, the piston 52 of the valve J remaining stationary. It will be noticed that with the fluid valves closed, that is in the position shown in Fig. 8, steam pressure is admitted to both tanks D and E. In the position to which the valves have now been moved, that is as shown in Fig. 9, pressure is cut off from the tank D and the exhaust therefrom opened; also the valves F and H are now in position so that the fluid in tank E may be put in motion by the steam under pressure and forced out of the tank, by way of pipe 28, through the valve H, by way of pipe 27 through the motor B, by pipe 26 through the valve F, pipe 25, into the tank D, the exhaust from the tank D being open by way of pipe 24, port 47 of the valve G, to the exhaust pipe K. This will drive the motor B, and therefore the car A, in one direction. The hand rope 44 may then be pulled to cause the valves again to assume the position shown in Fig. 8, shutting off the supply of fluid to the motor B, opening the port 46 of the valve G to admit pressure to the tank D and the car will come to rest. Should it now be desired to drive the car in the opposite direction, the hand rope 44 is moved in the opposite direction to what it was before, and the cam 53 will be moved in the opposite direction to close off the supply of steam to the tank E, but leaving it on the tank D; the valves ,F and E will be moved the same as before. The fluid in tank D will now be forced out by the steam pressure by way of pipe 25, through the valve F, pipe 26, through the motor B, out pipe 27, through valve H, pipe 28, and into tank E, the exhaust from tank E being free to be discharged therefrom by way of pipe 29, valve J and exhaust port 51 to exhaust pipe K. The car is automatically stopped at bottom and top limits by means of the stop balls X and Y on the hand rope 44:, these balls being engaged by a member Z, carried on the car, when the car is nearing its limits, to close the fluid valve mechanism to cause the car to come to rest.

The brake mechanism for the motor B is best illustrated in Fig. 5, and comprises brake shoes 60 and brake pulley 61, mounted on the shaft 11 of the motor B. These shoes are attached to brake levers 62, pivotally secured to the bed of the motor B at 63. The other ends of these brake levers are connected by toggle links 64L, having one end pivoted to the brake levers 62 and their other ends pivotally connected by a pin 66 to a rod 65 having one end attached to the core 67 of the electromagnet 68, and its other end connected to a standard 69. The brake is applied by springs 70. When the magnet 68 is energized and pulls in its core, the arm 65 will be pulled down carrying with it the toggle links 64 to lift the brake shoes. Deenergization of the magnetof course permits the springs 7 O to apply the brake.

The control of the electric motor M and the brake magnet 68 is diagrammatically shown in Fig. 10, and comprises a hand lever" 71 in the car A, which when moved in either direction will close a circuit of the electromagnet 68 and for the motor M, by

contacts

72 and 7 3, contact 72 controlling the brake magnet and 7 3 the motor. The motor has a reverse wound field in series with the motor armature, and current sentthrough one winding will cause the motor to rotate in one direction, and sent through the other winding will cause'the motor to rotate in the opposite direction. Two springs 7 1 are provided, one or the other of which will be compressed when the controller lever is moved to operative position, to move the lever toward central position, until it rides off the contact 7 3 to break the circuit to the motor. M, it being understood that this motor is to be operated only momentarily, in either direction. 7 5 designates the conduits for the electric conductors leading from the controller A to the motor M.

The rotary motor B may be of the construction disclosed in the patent to A. Sundh, 1,159,613, or of other approved construction. For a detailed description of the motor, reference may be had to said patent. Briefly, the motor comprises a vertical casting 76, mounted on a bed plate 77, said casting containing a plurality of symmetrically disposed cylindrical bores 7 8, each of which may be lined with a bushing 79. Within each of said bores is located an oscillating disk 80. Each disk is provided with a cylindrical I bore 81, extending at right angles to the axis of the disk, within which is an oscillating trunk piston 82. The pis tons 82 are all connected at their inner ends to a crank pin 83 on the motor shaft 11.

A cover plate 84 of the motor (Fig. at) is provided with two

annular chambers

85 and 86 connected respectively with the pipes '27 and 26. The chamber 85 is in constant communication with a series of chambers 87, and the chamber 86 is likewise in constant communication with the chambers 88, there being one chamber 87 and one chamber 88 for each disk 80. Each disk 80 is provided with a port or passage 89 which may be brought into communication with a chamber 88, and a passage or port 90 which may be brought into communication with chamber 87. When a piston is at the outer limit of its movement (as the uppermost piston in Fig. 3) both the

ports

89 and 90 are closed.

Assuming the crank 83 to be rotating in a counter-clockwise direction, Fig. 3, it will be seen that the pistons on the right hand side are being drawn inward and that the ports 90 provide an open passage from the chamber 87 to the piston cylinders, so that oil under pressure is admitted to the cylinders to drive them inward. It will also be seen that the ports 89 are closed. During the outward movement of the pistons, the ports 90 are closed and the ports 89 are open. There is thus a continuous circulation of the oil through the motor while the latter is running. As the motor is driven in the reverse direction by the fluid under pressure the circulation of the oil through the motor is reversed. In referring to the ports 89 and 90 I have omitted to speak of them as pressure and exhaust ports, for the reason that, in one direction of rotation of the motor they are pressure and exhaust ports in one sense, and when the motor is driven in the other direction they are pressure and exhaust ports in the reverse order.

Although for the purpose of illustration, I have shown the system arranged to show a single elevator car, it will be understood that where a bank of elevators is installed, a common steam generatingplant for all the elevators may be employed.

Variations may be resorted to without departing from the spirit and scope of my invention, and portions of the invention may be used without others.

What I claim is 2- 1. In an elevator system, the combination with a car, a motor for driving the same, a 11011-CO111PTGSSlbl8 fluid, reservoirs for said fluid, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, and means for maintaining the pressure applied to the fluid in both reservoirs when the car is at rest.

2. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, reservoir for said fluid, a pressure supply for forcing the fluid through the motor to drive the car in either direction, means for maintaining the pressure applied to the fluid in both reservoirs to hold the car at rest, and "for discharging it from one and maintaining it applied to the other and vice versa to drive the car.

3. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, a pressure supply for forcing the fluid through the motor to drive the same in either direction, reservoirs for said fluid, and means for simultaneously cutting ofl the flow of fluid through the motor and admitting pressure to both reservoirs in stopping the car.

at. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, reservoirs for said fluid, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa, to drive the car in either direction, and means controlled from the car for maintaining the pressure applied to the fluid in both reservoirs when the, car is at rest.

5. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, reservoirs for said fluid, a pressure supply for forcing the fluid through the n otor from one reservoir to the other and vice versa to drive the car in either direction, and means controlled from the car for maintaining the pressure applied to the fluid in both reservoirs when the car is at rest and for discharging it from one and maintaining it applied to the other and vice versa when the car is in motion.

6. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, a pressure supply for forcing the fluid through the motor to drive the same in either direction, reservoirs for fluid therefrom through the. motor to the other reservoir, and vice versa, and. to sire-xii:

taneously cut off the flow of fluid from both reservoirs and admit pressure to the other reservoir.

8. In an elevator system, the combination with a car, a motor for driving the same, reservoirs, non-compressible fluid in said reservoirs for driving the motor, steam pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, means for discharging exhaust steam from both reservoirs, and a separate means for discharging the condensed steam from both reservoirs.

9. In an elevator system, the combination with a car, a motor for driving the same, a brake for the motor, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, and a single control for the pressure supply and the brake.

10. In an elevator system, the combination With a car, a motor for driving the same, reservoirs, a non-compressible fluid 111 said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, connections between said reservoirs and the pressure supply, and Valve mechanism selectively controlling said connections and adapted to simultaneously cut ofl' the supply of pressure to one reservoir and admit it to 1 0 the other, and to admit pressure to both reservoirs at the same time.

11. In an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluid in 1 5 said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, valve mechanism having connection 11 with both reservoirs for controlling the passage of the fluid through the motor, and valve mechanism connected with both reservoirs for controlling the pressure supply, said valve mechanism being adapted for 11 simultaneous operation.

12; In an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, valves connected to the reservoirs for directing the supply of pressure thereto, and means for admitting pressure to one reservoir or the other or to both as desired.

13. In an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluidin said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, valve mechanism for controlling the application of pressure to the fluid and the same, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, a pressure supply for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, valve mechanism for controlling said pressure supply, and cam mechanism operative to move said valves in a direction to admit pressure to both reservoirs at the same time or to either reservoir, to cause the car to be moved in either direction or to be brought to rest.

15. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, steam under pressure for forcing the fluid through the motor to drive the same in'either direction, tWo reservoirs for confining the fluid, and a perforated member Within each of said reservoirs, the' steam passing through said member asit enters the reservoirs.

16. In an elevator system, the combination With'a car, a motor for driving the same, a non-compressible fluid, reservoirs for said fluid, steam under pressure for forcing the fluid through the motor from one reservoirto the other and vice versa to drive the motor in both directions, and a perf0- rated member containing Wire loosely'and irregularly disposed therein through which the steampasses as it enters the reservoirs.

'17. In an elevator system, the combina tion With a car, a motor for driving the same, a fluid for driving the motor, reservoirs for said fluid, steam under pressure forl'forcingthe fluid through the motor from one reservoir to the other and vice versa to drive the motor in either direction, and an electric motor controlled from the car for controlling the application of the steam pressjur'eto the fluid.

18". In an elevator. system, the combination with a car, a motor for driving the same, a fluid for driving the motor, reservoirs for said fluid, steam under pressure forforcing the fluid throughthe motorfrom one reservoir to the other and vice versa to drive the motor in either direction, a brake forthe motor, an electric motor, for controllingthe application of the steam pressure to the-fluid, and means operable from the car forcontrolling the brake and electric motor.

1 ,seaos i 19. In an elevator system, the combination With a car, a motor for driving the same, reservoirs, a non-compressible fluid in saidreservoirs for driving the motor, steam under pressure for forcing the fluid through the motor from one reservoir to the other and vice versa to drive the car in either direction, valves controlling the fluid, toggle mechanism for operating said valves, and a rotatable member for operating said toggle mechanism.

20. In an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, steam under pressure for forcing the fluid through the motor from one reservoir to the other "and vice versa to drive the car in either direction, valves controlling the fluid, toggle mechanism for operating said valves, anda rotatable member controlled from the car for operating said toggle mechanism.

21.111 an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, steam under pressure for forcing the fluid through the motor from one reservoir to the other and vice versa, to drive the ear in either direction, valves controlling the fluid, valves for controlling the steam pressure, cam mechanism for actuating the last named valves, and a rotatable member for actuating the first named valves and said cam mechanism.

22'. In an elevator system, the combination with a car, a motor for driving the same, reservoirs, a non-compressible fluid in said reservoirs for driving the motor, steam under pressure for forcing the fluid through the motor from one reservoir to the other and. vice versa to drive the car in either direction, toggle operated valves for controlling the fluid and cam actuated valves for controlling the steam, and a rotatable member controlled from the car for actuating said toggle and cam.

23. In an elevator system, the combination With a car, a motor for driving the same, a non-compressible fluid, steam under pressure to forcethe fluid through the mo tor to drive the same in either direction, and means to prevent flow of fluid through the motor to hold the car at rest with pressure on the fluid.

24:. In an elevator system, the combination With a car, a motor for driving the same, steam under pressure, a non-compressible fluid adapted to "be actuated by said steam under pressure through the motor in either direction to drive the car in either direction, and means to prevent the flow of fluid through the motor to hold the car vat'rest with steam pressure on the fluid.

25. In an elevator system, the combination with a car, a motor for driving the same, steam under pressure, a non-compressible fluid adapted to be actuated by said steam under pressure to drive the motor, and means to prevent the flow of fluid under the action of the steam under pressure to hold the motor at rest, and additional means deriving power from another source of energy to hold the motor at rest.

26. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid for driving the motor, steam under pressure for actuating said non-compressible fluid to drive the motor, an electromagnetic brake, and a common electric control system for controlling said noncompressible fluid pressure, the steam and the brake.

27. In an elevator system, the combination with a car, a motor for driving the same, a

non-compressible fluid adapted to drive the motor and to hold the motor at rest, steam under pressure for actuating said non-compressible fluid to drive the motor, an electric brake, and a common electric control system for controlling said non-compressible fluid pressure, the steam and the brake, to

drive the motor or to hold the same at rest, as desired.

28. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, steam under pressure for actuating said fluid to drive the motor, reservoirs for said fluid, and means to maintain the fluid in the reservoirs under pressure for instantaneous operation 01": the engine in either direction.

29. In an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, steam under pressure for actuating said fluid to drive the motor in either direction, and automatic limit stops actuated by the motion of the motor for automatically closing the circulation of the fluid and controlling the steam, to stop the car.

30. I11 an elevator system, the combination with a car, a motor for driving the same, a non-compressible fluid, steam under pressure for actuating said fluid to drive the motor, automatic limit stops actuated by the motion of the motor for controlling the circulation of the fluid to gradually retard and stop the motor, and a brake for the motor.

31. In an elevator system, the combination with a car, a motor for driving the same, a

non-compressible fluid, steam under pressure for actuating said fluid to drive the motor, an electric brake for the motor, means in the car for controlling said non-compressible fluid, the steam and the electric brake, to cause the motor to be. driven and to be held at rest, and additional automatic limit stops actuated by the movement of the motor for controlling said non-compressible fluid and the steam under pressure to gradually retard and stop the car.

In testimony whereof, I have signed my name to this specificatio JOHN J. SPROUL.