US1479615A - Multivoltage system of control for elevators - Google Patents

Description

Jan. 1, 1924 1,479,615

a. w. LAUTRUP MULTIVOLTAGE SYSTEM OF CONTROL FOR ELEVATORS Filed April 1, 1920 3 sheets-Sheet 1 5] vwamtoz wqldldl SEM /1421 W Jan. 1, 1924 G. W. LAUTRUP MULTIVOLTAGE SYSTEM OF CONTROL FOR ELEVATORS a Sheets-Shea 2 Filed April 1 wow ATTORNEYS Jan. 1, 1924 1,479,615

a. w. LAUTRUP MULTIVOLTAGE SYSTEM OF CONTROL FOR ELEVATORS Filed April 1, 1920 s Sheets-Sheet 5 @MZQWW BY J ATTORNEYS Patented Jan. 1, 1924.

UNITED STATES PATENT out-Ice.

GEORGE WILLIAM LAUTRUP, OF YONKERS, NEW YORK, ASSIGNOR TO OTIS ELEVATOR COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW JERSEY.

I MULTIVOLTAGE SYSTEM OF CONTROL FOR ELEVATORS.

Application filed April 1, 1920. Serial No. 370,429.

To all wkom it may concern:

Be it known that I, GEORGE WILLIAM LAUIRUP, a citizen of the United States, residing in Yonkers, in the county of Westchester and State of New York, have invented a new and useful Improvement in Multivoltage Systems of Control for Elevators, of which the following is a specification.

My invention relates to motor controlling apparatus particularly that used for traction elevators or frictional driving apparatus, although it may have a general application.

One of the objects of my invention is the provision of improved and efficient apparatus for controlling electric motors on a multivoltage system. The specific objects of the invention will appear hereinafter, the novel combinations of elements being set forth in the appended claims.

In the accompanying drawings, Figure 1 represents a traction elevator system to which my invention may be applied.

Figure 2 represents a wiring diagram and a s stem of control including my invention.

igure 3 represents a wiring diagram of only the motor circuits, and illustrates plainly how the motor is connected from one voltage to another.

Referring to Figure 1, 1 designates an elevator .car which may be suitably guided to move up and down in the elevator hatchway or elevator well in the usual way. designates a controlling switch in the car and SS a manual safety switch in the car. 20 are the cables which are secured to the top of the car and extend upwardly over the frictional driving sheave or drum 2 and thence downwardly over the direction sheave 3, upwardly over sheave 2 and finally downwardly to the counterweight 5 which is associated with the fixed guides 4, 4. In some instances the driving sheave 2 may be at the lower end of the elevator well,

' instead of at the-upper end as shown. Furthermore, the sheave 3 for securing additional friction may sometimes be omitted. It should be noted that this sheave 3 is preferably placed at one side, so as to act also as a deflection sheave for the cables extending from the car upwardly or those extending downwardly to the counterweight.

Arranged in the path of travel of a mov-.

ing part of the elevator, in this instance the cams 6 6 carried by the car, are a series of l1m1 t switches 7 at the upper limit of travel of the car and a series of additional hatchway or elevator well. Adjacent there-- to is the fixed bedplate 9 for the electric motor 10 and for the standards 11, 11 and 12. The standards 11, 11 are provided with bearings for the motor shaft 13 to which are connected the driving drum 2 and thebrake pulley 14. To the standard 12 are pivoted the brake bands 15 which carry the brake shoes arranged to be brought against the pulley 14 by the brake springs 16 and released therefrom by the electro-magnet 17. The latter may be supported by a bracket 18 fastened to and extending from the up permost end of the standard 11. It should be understood that the frictional driving apparatus associated with the power transmittlng cables connecting the car and counter weight may be varied in details and arrangement as desired; so also the brake apparatus and the type of motor. Preferably, however, the motor is of the multi-polar type wlth a series connected armature, and a shunt field. On account of the slow speed and the consequent small momentum of the armature, comparatively little power is needed for accelerating the armature up to full speed.

19 designates the controller boardof slate or other insulating material for carrying most of the switches, electromagnets and the circuits and connections illustrated in Figure 2.

N is the main line switch for controlling the continuity of the main circuits from a source of current supply divided into four voltage steps, by means of a battery, balancer sets or motor generators through the main lines a, b, 0, (Z, c. A designates the potential switch, B and C the reversing switches, D, E, F, G speed switches, H, I, K

accelerating switches, M stopping switch, P,

auxiliary speed switch, Q, R non-reversing switches, S series relay, T, U, auxiliary stopping switches and L represents a fast speed switch.

till

"load on up motion.

Similar characters of reference are used on all fi ures.

Reerrin "now to Figure 2, it will be seen that in addition to the parts already mentioned there are represented a governor 21 for controlling the shunt field resistance S. F. R. and the otential switch A; also a switch 22 which may be associated with safety apparatus carried by the car and com prising clamping 'aws associated with the car ide rails. o. 23'is the shunt field win ing and O the motor armature. l7 designates the brake solenoid and 24 an electric switch operated by movement of the plunger 25. 26 is the starting resistance which is divided into three sections, 27-28, 2829, 29-30 and has two functions. One is as starting resistance and the other to connect the armature O to a higher or lower voltage.- 31 designates the by-pass resistance, l6 and47 are limit switches which are oper'ated when the car goes beyond its normal limit of travel. W is a reactance coil which function will be explained later. Y designates the car switch, which is mounted in the car and the type shown is merely for illustrative purposes as any other type of switch may be used if so desired. 32 is the controller lever which is pivoted at 33 and connected hereto is the arc-shaped rack 34: on which is connected and insulated therefrom the conducting segment 35', and when operated in the down direction connects the fixed or spring pressed contact 36 with the fixed or spring pressed contacts-37, 38, 39 and 40. When operated in the up direction that same segment 35 connects the fixed or spring pressed contact 4:1 with the fixed or spring pressed contacts 42, 43, 4:4. and 45.

The manual safety or emergency switch SS mounted in the car controls the potential switch and supply o current to the car switch.

When the motor is at rest I prefer to have the shunt field winding 23 connected in series with the shunt field resistance S. F. R, so that when the main line switch N is closed as indicated, a circuit may be traced from the positive main 6 through the blade 48, the conductors 4:9, 50, shunt field resistance S. F. R, conductor 51, shunt field winding 23, conductors 52, 53, switch blade 54, out to the negative main a. The shunt field will therefore be permanently excited, but its strength will vary according to the amount of resistance in S. F. R. and the potential across the mains c and a. The shunt field corresponding to full car speed is left on permanently for the sake of safety, and also to prevent too sudden acceleration with heavy load'on down motion of the car or light Connected across the shunt field winding 23 is a high resistance to take up the shunt field discharge in the event that the shunt field circuit should be inseam interrupted. This high resistance is shown variable for the reason that it may be omitted if desired. Some of the other resistances in Figure 2 are also shown variable to indicate that they may be omitted if desired.

On account of the self induction in the shunt field and the retarding efi'ect when cient time for the shunt field to build up to its full strength to insure the acceleration of the motor not being too sudden and therefore insuring a smooth and easy start of the car.

The construction of the motor insuch that the constant losses are small and the eflicienoy of the motor therefore high at light load, the maximum efliciency occuring at about one-half load which is about the average load in general elevator practice.

Almost all of the losses in the motor, which is referable of the multi-polar type, at full oad, are in the series connected armature'windings. The resistance of the latter can therefore be comparatively high, which maintaining high eflicien-cy. .The urpose of the high armature resistance urthermore is too reduce the amount of steps in voltage necessary to accelerate the armature from rest to full speed, and also to decrease liability of injury to the armature in case full line voltage were applied by faulty operation of the controller or otherwise, directed to the brushes of the armature while the latter is at a standstill.

Let it be assumed that the main line switch N is closed by hand. Immediately the potential switch A will close provided that the car is not above its top landing or vbelow its lowest landing, so none of the two limit switches 46 or 47 open. The circuit for the potential switch solenoid can be traced from the positive main 6 through blade 48 of the main line switch N, conductor 49, through contact 55 of the governor 21, conductor 56, fuse 57, conductors 58 and 59, switch 22, conductor 60, blade 61 of the safety switch SS, conductor 62, contacts 63 of series of limits 7 conductor 64, contact of 65 of series of limits 7, conductor 66, contacts 67 and 68 of limit switch 47, conductor 69, contacts 70 and 71 of limit switch 46, conductor 72, contact 73 on governor 21, conductor 74, through the solenoid of the potential switch A, resistance 75, conductor 76, auxiliary contact 77 on bottom of otential switch A, conductor 78, contacts 9 and 80 on limit switch 4.7, conpermits a saving of copper, but still ductor 81, contacts 82 and 83 on limit switch 46, conductor 84, fuse 85, conductor 86, through knife switch 87 which is mounted on the controller panel 19, for convenience sake, through conductors 88 and 53, blade 54- of main line switch N to negative main a. As soon as the potential switch A operates it opens its auxiliary bottom contact 77 and inserts resistance 89 in its c1rcuit between the conductors 76 and 78, so as to cut down the current consumption and to prevent the solenoid from excessive heatlhis circuit includes the switches and contacts, governor 21, switch 22, safety switch in car SS, contacts 63 and on series of limits 7, 7, and limits 47 and 46. The opening of any of these switches or contacts, therefore, will effect the deenergization of the potential switch magnet A and the conse uentopening of the potential switch wil cause a slowing down and the stopping of the motor and car.

If during the normal running of the car the speed should exceed a predetermined limit, the governor device 21 would open the contacts 55 and 73 and so doing interrupt the circuit of the potential switc magnet with the result already stated. Should the operator in the car lose control of the hoisting apparatus, the opening of the safety switch SS in the car would also open the potential switch circuit and cause the stopping of the car. Furthermore, should the car travel beyond its normal limit of travel, first the cam 6 on the car would strike the roller on the lever operating the contact 63 on the up motion or 65 on the down motion, and finally cam 6' on the car would strike the roller on the limit switch 46 on the up motion and 47 on thedown motion and by opening these contacts and limit switches interrupt the potential switch circuit and bring the car to rest.

Let it be assumed that the main line switch N is closed as also the potential switch A and that there is proper potential across the mains for the desired operation of the electric motor. Then if the lever 32 of the car switch Y is moved for operating the car in the up direction, segment 35 will connect first contact 41 with contact 42, when a circuit will be closed from the positive main 0 through the blade 48, conductor 49, contact 55' of the governor 21, conductor 56, fuse 57, conductors 58 and 90, blade 91 of switch SS, conductors 92 and 93 to contact 41, over segment 35, to contact 42, through conductor 94, contacts 95 of series of limits 7 conductor 96, contacts 97 of magnet B, conductor 98, through solenoid 99 of the up-reversing switch B,'

conductors 100 and 101, resistance 102, conductor 103, auxiliary contact 104 on the bottom of magnet E, conductor 105, fuse 106,

conductor 107, auxiliary contacts 108 and 109 on potential switch A, and of which contact 109 of the auxiliary contacts is connected to main contact 110 of the potential switch which again is engaged with contact 111, through blowout coil 112, conductor 53, blade 54 of the main line switch N to the ne ative main a.

t will now be seen that the solenoid 99 is placed across the line and when energized, it will actuate its plunger 113 and thereby lift the contacts 114 and 115 in engagement with the contacts 116 and 117 respectively. Also the auxiliary contacts 118 and 119 will be lifted into engagement with the auxiliary contacts 120 and 121. The auxiliary contact 122 on the bottom of the reversing switch B will be opened. At the same time as the circuit for the reversing switch B solenoid is made, a circuit can be traced from the junction point of conductor 98 through conductor 123, resistance 124, conductor 125, solenoid of magnet T, conductors 126, 127, 105, fuse 106, conductor 107, auxiliary contacts 108 and 109 on the potential switch A, to main contacts 110 and 111 through blowout coil, 112, conductor 53, blade 54 of switch N to the negative main a. When the solenoid of magnet T is energized, its plunger will close the contact 128 which closes the circuit for the solenoid of magnet M. The circuit of the solenoid of magnet M may be traced from the positive main e through blade 48 of switch N), conductor 49, contact 55 of governor 21, conductor 56, fuse 57, conductors 58, 59 and 129, contact 128 on magnet T, conductor 130, resistance 131, solenoid of magnet M, conductors 132 and 105, fuse 106, conductor 107, auxiliary contacts 108 and 109, contacts 110 and 111, blowout coil 112, conductor 53, blade 54 of switch N to the negative main a. When this switch operates it will lift the contact 133 in engagement with the contact 134, as also the auxiliary contacts 135 and 136, with the auxiliary contacts 137 and 138, respectively, and separate the contacts 139 and 140, thereby opening the circuit of the by-pass resistance 31, which was connected across the armature. By engaging auxiliary contacts 136 and 138, a complete circuit is made for the second or holdlng coil 141 on the reversing switch B. The circuit can be traced from the junction point on conductor 129, through conductor 142, resistance 143, conductor-144,. auxiliary contacts 136 and 138 on magnet M, conductor 145,

magnet coil 141, conductor 146. contact 147,

negative main a. The energization of this 1 second coil 141 on the reversing switch B,

I out coil. 152, contacts 153 and 154, auxiliary contacts 155 and 156, conductor 157, brake solenoid 17, conductor 158, switch 24 on top of the brake, conductors 159 and 160, auxiliarzy contacts 120 and 118, and contacts 114 an and, an instant later, when the reversing switch has dropped hack and closed its auxiliary contact 122 on the bottom, the resistance 164 will be shunted in addition by means of the conductor 165, auxiliar tom contact 122 on reversing switch conductor 166, auxiliarybottom contact 167 on reversing switch C,- conductors 168, 129, 59 and 58, fuse 57, conductor 56, contact 55' on governor 21, conductor 49, and blade 48 of switch N to the positive main e. The counter electro-motive forceof the self induction of the brakes magnet will produce a current 116 on reversing switch B, conductor through the resistances 163 and 164. This 161, blowout coils 149, conductor 150, contacts 110 and 111 on potential switch A, blowout coil 112, conductor 53, blade 54 on switch N to the negative main a. When the brake solenoid 17 receives current it will actuate its core or lunger 25 and'release the brake bands 15 rom the pulley 14. After the brake has been operated the plunger 0 one the contacts 24 on top of the brake an inserts the resistance 162, which is connected between the conductors 158 and 159, in series with the solenoid, so as to minimize the consumption of current after the brake magnet has done its work, as it requires less power for the brake magnet to hold its plunger in its uppermost position, and consequently the brake mechanism in released position, than to initially lift the said plunger and actuate the brake mechanism connected thereto. a

It should also be noted that one terminal of the brake magnet circuit is at the auxiliary contacts 155 and 156 of the potential switch A, so that when the latter is opened the brake magnet circuit will be opened from the negative main and also from the motor. The brake magnet is therefore disconnected from any possible source of current which would tend to hold the brake mechanism released, for instance, when the motor acts as a generator although the-potential switch is open. This arrangement insures the application of the mechanical brake to stop t e motor shaft'and the frictional driving drum connected thereto, in any event.

The insertion of the resistance in series with the brake magnet coil decreases the current consumption and the possible chance for overheating. Furthermore, when that resistance is thus inserted, the magnet will release the brake apparatus more quickly when the current thereto is interrupted. In order to applyv the brake shoes radually, the motion of the magnet core is e ectrically retarded by shunting the brake coil with the high resistances 163 and 164. Upon the interruption of the brake magnet circuit by the auxiliary contacts on the top of the reversing switches, the brake will be shunted by the resistance 163, by means of conductor 169 to the junction polnt on conductor 129,

will tend to maintain the brake magnet energized so that the brake shoes will be applied gradually. The resistances 163 and 164 may be variable resistances or omitted if desired or such resistances may both be in open circuits and automatically controlled to produce the effect desired at the proper time. In order to effect a quick release of the brake mechanism when the brake magnet is energized the plunger or core of the latter is preferably slotted longitudinally.

As soon as the auxiliary contacts 119 and y 121 on the reversing switch B were en aged the circuit-for the. fast speed switch was closed. This circuit may be traced from the positive fuse 57 through the conductors 58 and 170, resistance 171, conductor 172, 1nag net coil of switch L, conductor 173, resistance 174, conductor 175, auxiliary contacts 121 and 119, contacts 115 and 117 on the reversing switch B, blowout coils 149, conductor 150, contacts 110 and 111 on the potential switchv A, blowout coil 112, conductor 53, blade 54 ofswitch N to the negative main a. The energization of switch L will cause the plunger to engage the contact 176 with contact 177. By doing so the resistance S. F. R. which is divided into two sections, 178 and 179, and in series with the shunt field, is entirely short circuited and the latter will be directly across the main lines 6 and a, consequently will build up to its maximum strength. 1

After the reversing switch B has operated and thus established the path for the current to rotate the armature in the up direction, the brake been released and the resistance S. F. R. been short circuited, the first speed D operates, connecting the armature to the first voltage step a and b and the motor will start and run at slow speed. The circuit for the speed magnet D may be traced from the positive fuse 57 through the conductors 58, 59, 129 and 180, resistance 181,

tive main 0..

When speed magnet D actuates, it engages the contact 183 with the contact 184 and the auxiliary contact 185 with the auxilia contact 186. The motor circuit being estab ished by the engagement of contacts 183 and 184 may be traced from the positive main 7) through blade 187 of main line switch N, conductor 188, blowout coil 189, contacts 184 and 183 on first speed switch D, conductor 190, (ontacts 191 and 192 on the bottom of first accelerating switch H, blowout coil 193, conductor 194, magnet coil of series relay S, conductors 195, 196, hold-down coil 197 on reversing switch C, conductors 198 and 199, to contacts 200 and 201 which are engaged with contacts 202 and 203, respectively, and

held that way by the hold-down coil 197 which becomes strongly energized, conductors 204 and 205, armature O, conductor 206, reactance coils W, conductors 207 and 148 to contacts 115 and 114 on the reversing switch B which are engaged with the contacts 117 and 116 respectively and which are connected together by conductor 161, blowout coils 149, conductor 150, contacts 110 and 111 on the potential switch A. blowout coil 112, conductor 53, blade 54 of switch N to the negative main a.

The armature current passes through the magnet coil on the series relays and will operate this magnet until the current has dropped down to a predetermined amount. When the series relay operates, its plunger lifts the contact plate 208 from the contacts 209 and 210 and breaks the circuit for the next speed switches and prevents them from operating. Whenever the current in the armature circuit has dropped down to a predetermined value, the plunger of the series relay S will drop down again and reestablish the circuit for the rest of the speed switches.

As soon as the motor is running at slow speed the solenoid on the non-reversing switch Q which is connected across the armature becomes energized and when actuated opens its contact and by doing so, the circuit for the solenoid on the reversing switch C, so there is no possible chance for the reversing switch C to operate when the reversing switch B is closed. Also the walking beam 211, which is a mechanical device, prevents the operation of one reversing switch while the other is closed. The circuit for the non-reversing switch Q, may be traced from one side of the armature from the junction point on conductor 207. through conductors 212 and 213, magnet coil Q, resistance 214, conductors 215, 216. 195 and 196, hold-down coil 197 on reversing switch C, conductor 198. contacts 200 and 202, conductors 204 and 205 to the other side of the armature O. The counter electro-motive force will operate the switch Q as soon as it arrives at a predetermined voltage. The

motor will continue running at slow speed until the lever 32 on car switch Y receives additional actuation to cause the se nent 35 225, contact 210, contact plate 208, contact 209, conductor 1751to auxiliary contacts 121 and 119 on the reversing switch B, through the main contacts 115 and 117 on the same switch, out to the negative main (1.

When the coil 221 on the speed switch E receives current it actuates its plunger and engages the contact 226 with the contact 227 and the auxiliary contact 228 with contact 229 and also opens the contact 104 on the bottom of the switch. 4 When the contact 104 is opened it will interrupt the circuit for the coil 99 on the reversing switch B. which will thus be held in by its second or holding coil 141 only as explained before.

When the contact 226 engages the contact 227, the armature 0 will be connected to the second voltage step and its current will pass through that section 2728 of the starting resistance until the first accelerating switch H has operated of which the bottom contacts 191 and 192 when separated break the connection of the armature O to the first voltage step and the top contacts 230 and 231 short circuit the section 2728 of the starting resistance. The circuit for the first accelerating switch H is closed when the auxiliary contacts 228 and 229 on switch E are engaged. Also one side of the circuit for the second or holding coil of the magnet E is made by those auxiliary contacts 228 and 229. The circuit 'for the switch H may be traced from the positive conductor 219, through conductor 232, the resistance 233, magnet coil H, conductor 234, auxiliary contacts 228 and 229 on second speed switch E, conductor 235, contacts 134 and 133 on stopping switch M, conductors 236, 132 and 105 to the negative fuse 106.

The armature circuit when the second speed switch E has operated may be traced from the positive main 0 through blade 237 of main line switch N, conductor 238, blowout coil 239, contacts 227 and 226 on second speed switch E, conductor 240, contacts 241 and 242 on the bottom of second accelerating switch I, blowout coil 243, conductor 244, starting resistance section 28-27, conductors 245 and 194, magnet coil of relay S,

conductors 195 and 196,hold-down coil 197 the contacts 117 and 116 respectively, and

connected together with the conductor 161, through hlowout coils 149, conductor 150, contacts'110 and 111 on potential switch A, blowout coil 112, conductor 53, blade 54 0 switch N to the negative main a.

The first accelerating switch operates 1mrnediately after the second speed switch E has established the connections for the armature O to the second voltage step and when operating, opens its bottom contacts 191 and 192 and disconnects the armature from the first voltage step. The top contacts 230 and 231 short circuit the starting resistance 2728 causing the motor to increase still in speed. The circuit for the holding coil 246 on second speed switch E may be traced from the positive fuse 57 through conductors '58, 59, 129, 180 and 247, auxiliary contacts 248 and 249 on switch H, conductor 250, resistance .251, holding coil 246 on switch E, conductor 252, auxiliary contacts 228 and 229 on switch E, conductor 235, contacts 134 and 133 on stopping switch M, conductors 236, 132 and to the negative fuse 106; v

The auxiliary contacts 253 and 254 on switch H make one side of the circuit for the third speed switch F.

The coil of series relay S was again energized and broke the connection between the bottom contacts 208 and 210 again until the current in the armature circuit had dropped down again to the predetermined value, so prevented the operation of the rest of the Speed switches.

Since the first accelerating switch H has operated, the motor is running at second speed and will continue to do so until the car switch lever 32 is given additional actuation to cause the segment 35 to engage the contact 44. When this occurs the circuit will be established for the third speed switch F, provided the plunger of series relay S has dropped back and its contact plate 208 has connected the contacts 209 and 210. The circuit for the third speed switch F maybe traced from the positive fuse 57, through conductors 58 and 90, blade 91 on safety switch SS, conductors 92 and 93, contact 41, segment 35, contact 44, conductor 255, switch 256 on series of limits 7,

conductor 257, resistance 258, conductor 259, coil 260 on third speed switch F, conductor 261, auxiliary contacts 253 and 254 on first accelerating switch H, conductor 262, auxnevaew V The engagement of the contacts 263 and 264 will cause the armature O to be connected to the third voltage step, consequently the motor to speed up. The circuit may be traced from the positive main 0? through blade 269 of main line switch N, conductor 270, blowout coil 271, contacts 264 and 263 on third speed switch :F, conductor 272 through contacts 273 and 274 on third accelerating switch is, blowout coil 275, conductor 276, section 29-28 of the starting resistance, conductors 244 and 277, contacts 230 and 231 on first accelerating switch H, blowout coil 278, conductors 279 and 194,

magnet coil on series relay S, conductors 195 and 196, hold-down coil 197 on reversing switch C, conductors 198 and 199, to contacts 200 and 201 which are engaged with.

contacts 202 and 203 respectively, conductors 204 and 205, armature O, conductor 206, reactance coils W, conductors 207 and 148,

to contacts and 114 on reversing switch B, which are engaged with contacts 117 and 116 respectively and connected together by conductor 161, blowout coils 149, conductor 150, contacts 110 and 111 on potential switch A, blowout coil 112, conductor 53,

blade 54 on switch N to the negative main or. vThe motor.will increase in speed and come to a predetermined speed when the second accelerating switch I closes and short circuits with its top contacts 280 and 281, the section 28-29 of the starting resistance and disconnects the armature 0 from the second voltage step by separating its bottom contacts 241 and 242. The section 28-29 of the starting resistance is short-circuited through the conductors 276 and 282, contacts 280 and 281 on the top of the accelerating switch I, blowout coil'283 and conductor 279 which is connected to conductor 194. I

The operation of the second accelerating switch T is caused by the engagement of the auxiliary contacts on the third speed switch 16 of which the auxiliary contacts 267 and 268 make the holding circuit for the first accelerating switch H, by making a circuit from the junction on the positive conductor 180, through conductor 284, auxiliary contacts 267 and 268 on third speed switch F and conductor 285 to conductor 219, independent from the car switch Y,

and the other auxiliary contacts 265 and 266 make the circuit 'forone side of the holding coil 295 on the third speed switch F and for the coil on the second accelerating switch I. The circuit for the latter ma be traced from the positive conductor through conductor 286, resistance 287, magnet coil 7 on accelerating switch I, conductor 288, auxiliary contacts 265 and 266 on third speed switch F, conductors 289, and 235, contacts 134 and 133.0n stopping switch M, conductors 236, 132 and 105'to the negative fuse 106. The auxiliary contacts 291 and 292 on second acceleratin switch I make the circuit for the secon or holdin coil 295 on the third speed switch F whic circuit may be traced from the positive fuse 57 through conductors 58, 59, 129, 180, 247 and 290 to auxiliary contacts 291 and 292 on switch I, conductor 293, resistance 294, holding coil 295 on switch F, conductor 296, auxiliary contacts 265 and 266 on switch F, conductors 289 and 235, contacts 134 and 133 on stopping switch M, conductors 236, 132 and 105 to the negative fuse 106. The

' other auxiliary contacts 304 and 305 on switch I make one side of the fourth speed switch G, the other side of which is completed when the car switch handle 32 receives additional actuation to cause the segment 35 to connect the contacts 41 and 45 on the car switch Y. When this occurs the circuit for the fourth speed ma et G will be completed providing the series relay S, which operated when the motor was connected to the third voltage step, has dropped back again. The circuit for the first 'coil 302 on speed switch G may be traced from the positive fuse 57, through conductors 58 and 90, blade 91 on safety switch SS, conductors 92 and 93, contact 41, segment 35, to contact 45 on car switch Y, conductor 297, switch 298 on series of limits 7', conductor 299, resistance 300, conductor 301, coil 302 on switch G, conductor 303, auxiliary contacts 304 and 305 on switch I, conductors 306 and 261, auxiliary contacts 253 and 254 on switch H, conductor 262, auxiliary contacts 186 and 185 on switch I), conductor 223, auxiliary contact 224 on bottom of magnet G, conductor 225, contact 210, contact plate 208 and contact 209 on series relay S, conductor 175, auxiliary contacts 121 and 119.0n reversing switch B, out to the negative main a.

The fourth speed magnet G will now operate and engage the contacts 310 with 311 and the auxiliary contacts 316 with 317, and also open the auxiliary contact 224 on its bot-v tom, thereby inserting the resistance 307 in series of the common wire to the first coils on the speed switches E, F, and G, thus reducing the current consumption and the heating of these coils. When the contact 310 is engaged with the contact 311, the motor series relay S, conductors 195 an 196, holddown coil 197 on reversing switch C, condfictors 198 and 199, to contacts 200 and 201, which are engaged with the contacts 202 and 203, respectively, on the bottom of the reversing switch C, conductors 204 and 205,

armature O, conductor 206, reactance coil W, conductors 207 and 148, to the contacts 115 and 114 on top of the reversing switch B, which are engaged with the contacts 117 and 116 respectively, the latter are connected together by conductorv 161, blowout coil 149, conductor 150, contacts 110 and 111 on potential switch A, blowout coil 112, conductor 53, blade 54 on main line switch N, to the negative main a. The motor will thus increase in speed again. The auxiliary contacts 316 and 317 on speed switch G will when engaged make one side ofthe holding coil 329 on switch G and one side of the auxiliary speed switch P, and complete the circuit for the third accelerating magnet K. That circuit may be traced from the positive conductor 299, through the conductor 313,

resistance 314, magnet coil on third accelerating switch K, conductor 315, auxiliary contacts 316 and'317 on speed switch G, conductors 318 and 289 and 235, contacts 134 andv 133 on stopping switch M, conductors 236, 132 and to the negative fuse 106. When the third accelerating switch K operates it will engage the contacts 318 and 319 and the auxiliary contacts 324 and 325 and separate its bottom contacts 273 and 274, thereby disconnecting the motor from the third voltage step. The engagement of the contacts 318 and 319 will cause the starting resistance section 2930 to become short circuited and the armature current will, in-

conductor 328, second or holding coil 329 on speed switch G, conductors 330 and 315, auxiliary contacts 316 and 317 on speed switch 1}, conductors 318', 289 and 235, contacts 134 and 133 on stopping switch M, conductors 236, 132 and 105, to the negative fuse 106. The circuit for the auxiliary speed switch 1? may be traced from the positive fuse 57 through conductors 58, 59, 129, 180, 247 and 323, auxiliary contacts 324 and 325 on switch K, conductors 326 and 331, resistance 332, magnet coil on switch P, conductors 333 and 315, auxiliary contacts 316 and 317 on speed switch G, conductors 318, 289 and 235, contacts 134 and 133 on switch M, conductors 236, 132 and 105, to the negative fuse 106. When the magnet coil, P becomes energized, it will actuate its lunger' and lift the contacts 334 and 335 lnto engagement with the contacts 336 and 337, respectively. The engagement of the contact 334 with the contacts 336 makes the holding circuit for the second accelerating switch 1 by making a circuit from the junction on the positive conductor 129 through conductor 338, contacts 334 and 336 on auxiliary speed switch P, conductor 339, to conductor 257, independent from the car switch Y, and the en agement of the contact 335 with contact 33 will cause a short circuit across the fast speed switch L, from the positive fuse 57, through conductor 58, switch 340 on series of limits 7 conductor' 341, switch 342 on series of limits 7, conductor 343, contacts 337 and 335 on switch P, conductor 344, to its junction point with conductor 173. This short circuit across the magnet coil of the fast speed switch L will cause its plunger to drop back and separate its contacts 176 and 177, consequently inserting the resistance S. F. R. in series with the shunt field, which will bring the motor up to full speed. Should, however, this speed exceed a predetermined value the governor 21 will engage the contact 345 with 346 and will thus short circuit the section 179 of the resistance S. F. B. through the conductors 50, 49 and 347. The short circuiting of the section 179 will have the efiect of strengthening the shunt field and thus slowing down the motor. If however this slowing down is not sufficient the continued speeding of the car will cause the overnor -21 to open the switches 55' and 3 after the contacts 345 and 346 have been engaged. As before explained, when switch 55 or 73 is opened the circuit for the potential switch magnet A is interrupted and when this occurs the potential switch will drop open and the bottom contacts 348 and 349, which are connected together by conductor 352, will engage the contacts 350 and 351 respectively. This will cause a short circuit or local cir-, cuit across the motor armature O, conductor 206, reactance coils W, conductors 207-and 212, loy-pass resistance 31,- conductor 353, contacts 350 and 348, conductor 352, contacts 349 and 351 on potential switch A, conductors 354 and 205 to the other side of the armature O. This will cause an electro-dynamic braking action to slow down the motor while the mechanical brake is being applied, the auxiliary contact 156 on potential switch A being entirely disconnected from any source of current supply when the potential switch A is opened.

ll prefer to permanently connect the shunt I field terminals between the main lines 151 and 53, on the main line switch N, so that a weak shunt field is left on continuously to lessen the liability of accidental opening of the field circuit and, furthermore, leaves the shunt field excited when the potential switch opens, thereby always insuring strong electro-dynamic braking effect in bringing the car automatically to a gradual sto The circuits thus far traced have been upon thetoperation of the lever 32 of the car switch Y in the direction of the. up arrow for the operation of the reversing switch B, but it will be apparent that upon movement of the lever 32 in the direction ofthe down arrow, the reversing switch 0 will be operated to establish motor circuits in the opposite direction. But the successive operation of the speed controlling and accelerating electro-magnets and the consequent connecting of the armature O to higher voltage steps and short circuitingthe starting resistances will be the same and that finally the opera-' tion of the fast speed switch L will insert the shunt field resistance S. F. B.

After the switch lever 32 has been moved to its extreme limit so that the segment 35 engages the contact 45 and it is desired to re:

duce the-speed of the car, the segment 35 29-30 between '6 and d by separating the contacts 318 and 319 and connecting the motor to the next lower voltage step by engaging the contacts 273 and 274. The switch G will hold-in until the auxiliary contacts 325 and 324 on switch K are separatedand interrupt the circuit for the holding coil 329 on switch G, thus disconnecting the motor from the positive main 6 by separating contacts 310 and 311. The auxiliary contacts 325 and 324 on switch K also interrupt the circuit for the auxiliary speed switch P of which the contacts 335 and 337 when separated open the short circuit across the fast speed switch L, which closes and short circuits the resistance S. F. R. in

series. with the shunt field. The other com-- tacts 334 and 336 when separated will open the holding circuit for the second acclerating switch I. The motor speed is thus decreased.

Further movement of the switch lever 32 toward the central position, leaving the segment 35 in engagement with contact 43 in the car switch Y, will cause the interruption of the circuit for the second accelerating switch I, which will drop open, and also the circuit for the main coil'260 on the thirdconnecting the contacts 355 and 356 with its contact disk 208, and causing a holding circuit for the holding coil 295 on switch F,

through the conductor 358 from the junction point on conductor 293, contact 356,

. contact disk 208, contact 355, to the conduc tor 129 which comes from the positive fuse 57. This holding circuit will remain until the stopping current has dropped sufficiently to permit the series relay to drop back and break the circuit at the contacts 355 and 356.

a The opening of the main contacts 263 and 264 on speed switch F disconnects'the motor from the third voltage step, while the auxiliary contacts 267 and 268 interrupt the holding circuit for the first accelerating switch H and the main coil 221 on the second speed switch E. The motor speed has now been reduced to the'second speed.

Upon the movement of the segment 35 off the contact 42 in the car switch Y the circuit of the first accelerating switch H and the main coil 221 on second speed switch E are interrupted.

When the switch H drops back, its top contacts 230 and 231 insert the starting resistance section 27-28 between the mains 7) and c and connects the motor with its bottom contacts 191 and 192, to the first voltage step. The auxiliary contacts 248 and 249 on switch H will open the circuit for the holding coil 246 on second speed switch E and drop same, provided, as before, that the series relay S has not operated and connected its contacts 355 and 357 by means of the disk 208 and so providing a holding circuit for the holding coil 246 on switch E, through the conductor 359 from the junction point or conductor 250 to the conductor 129 which comes from the positive fuse 57. Whenever the circuit for the holding coil 246 on switch E is interrupted and the switch dropped back, the separation of the contacts 226 and 227 will disconnect the motor from the second voltage step and cause the motor to runat its slowest speed, being connected to the first voltage step.

\Vhenever the motor is connected from a higher to lower voltage step or from a lower to a higher voltage ste and the voltage across the armature O s ould exceed the voltage of the next voltage step, the reaction will be takenup in the rea'ctance coils W, which prevents any irregularity.

When the lever 32 is moved back to its central position and the se ent 35 disconnected from the contact 42 in the car switch Y, the circuit for the main-coil 99 on the reversing switch B and the circuit for the auxiliary stop switch T is interrupted. The reversing switch B however will not dro as the holding coil 141 is still energize The contact 128 on switch T opens the circuit for the stopping switch M of which the bottom contacts 139 and 140 will close and insert the bypass resistance 31 across the armature 0, through the conductors 360, coming from conductor 353, contacts 139 and 140, blowout coil 361, and conductor 362, to conductor 205, giving a dynamic brake. The opening of the auxiliary con tacts 136 .and 138 on switch M opens the circuit of the holding coil 141 on the reversing switch B, causing that switch to drop back and disconnecting the motor from the line. The auxiliary contacts on top of the reversing switch open the brake circuit applying the brake gradually on account of the resistances 163 and 164 across the brake solenoid, and also interrupt the circuit for the first speedswitch D, causing the latter to drop back.

The non-reversal magnets Q and R prevent the quick reversal of the motor, when the car switch handle is swung over quickly from one side to the other. The operation of the automatic stopping switches 7 and 7 duplicate the car switch operation.

It should be particularly noted that the resistances, electro-magnets and circuits and connections are so proportioned and designed that no matter how quickly the car switch lever is moved the motor will be accelerated from rest to full speed and decelerated from any of its speeds to rest without shock or jar and without slipping between the driving sheave 2 and the power transmitting cables 20, with wide variations of load. That is to say, the controlling apparatus and accelerating mechanism are so arranged that the inertia of the parts to be moved is overcome gradually and the car brought to any desired speed without shock or jar and with minimum slipping between the driving cables and driving sheave.

This may be better understood by considering the various steps of speed control and the auxiliary switches insuring the successive operation of the speed controlling magnets, the accelerating magnets and the field resistance magnet in starting, and in noting the automatic limit switches in stop ping the motor at the limits of the car travel by electro-dynamic brake action- Between the limits pf travel the car may be brought to a gradual sto by moving the switch lever I herein disclosed.

' a circuit, accelerating switches to control the What I claim is:

1. In a multi-voltage system of control, in combination with an electric motor, units forming a source of electrical supply for the motor, circuits to connect the motor with any desired number of the said units, a sectional resistance, certain of said circuits each including a section of the said resistance, speed controlling switches operable successively to close the said circuits to effect a step by step increase in voltage supply for the motor, and accelerating switches operable successively to short-circuit the resistance sections from their respective circuits and to open certain of the said first named motor circuits subsequently to their being closed by the speed controlling switches. I

2. In a multi-voltage system of control for elevators, in combination with the car, a hoisting motor, units forming a source of electrical su ply for the motor, speed controlling switc ies operable to connect the for elevators, in combination with the car, a

units in the circuit of the motor in a predetermined order, resistances, one each for a circuit, accelerating switches to control the said resistances, a car switch, and means controlled jointl by the car-switch and accelerating switc es to effect the operation of the speed controlling switches in a predetermined order.

3. In a multi-voltage system of control for elevators, in combinatlon with the car,

a hoisting motor, units forming a source of electrical supply for the motor, speed controlling switches operable to connect the units in the circuit of the motor in a pre-.

determined order, resistances, one: each for said resistances, a carswitch, and electromagnets having circuits controlled jointly by the car switch and accelerating switches to efl'ect operation of the speed controlling switches in a predetermined order.

4. In a multi-voltage system of. control, in combination with an electric motor, energy supplying devices, circuits connecting the motor with any desired number of the said devices, speed controlling switches to control the said circuits, a sectional starting resistance, certain of the above-named circuits each having a section of resistance independently associated therewith, and accelerating switches operable both to shortcircuit the said sections from their respective circuits and to open certain of the first named circuits in a predetermined order subsequently to their being closed by the speed controlling swi ches,

5. In a multi-voltage system of control for elevators, in combination with the car, a hoisting motor, energy supplying devices, a series of speed controlling switches operable to connect the said devices in circuit with the motor in a predetermined order, a relay in the circuit of the motor for connecting the speed switches in circuit with the motor. in accordance with a predetermined amount of current traversing the motor', a car switch, accelerating switches and means to actuate the speed controlling switches, controlled jointly by the car switch and accelerating switches.

6. In a multi-voltage system of control for elevators, in combination with the car, a hoisting "motor, ener supplying devices, a series of speed contro ling switches operable to connect the said devices in circuit withthe motor in a predetermined order, a relay in the circuit of the motor for connecting the speed switches in circuit with the motor in accordance with a predetermined amount of current traversing the motor, a car switch, accelerating switches and electromagnets to actuate the speed controlling switches, having circuits controlled jointly by the said car switch and accelerating switches.

7. In a multi-voltage system of control elevators, in combination with the car, a

hoisting motor, energy supplying devices,

speed controlling switches for connecting said devices in circuit with the motor in a predetermined order, an electromagnet to actuate each of the said switches, a car switch to control said electromagnets, and additional.electromagnets to hold certain of said speed controlling switches closed after the car switch has opened the circuit to the electromagnets which actuate the speed switches. s

9. In a multi-voltage system of control for elevators, in combination with the car, a hoisting motor, energy supplying devices, speed controllin switches for connecting said devices in circuit with the motor in a predetermined order, an electromagnet to actuate each of the said switches to close them, a car switch to control the said electromagnets, additional electromagnets to hold certain of said speed controlling switches, and means to control the said additional electromagnets independently of the car switch after it has opened the circuit to the electromagnets which actuate the speed switches.

10. In a multi-voltage system of control for elevators, in combination with the car, a hoisting motor, energy 'supplyin devices therefor, resistances, one only or each energy supplying circuit, accelerating mechanisms to control the resistances, a car switch, electro-magnetically operated speed controlling switches having circuits controlled jointly by the car switch and accelerating mechanism, and additional electroresponsive devices operatively associated with certain of the speed controlling switches, having circuits controlled by the accelerating mechanisms to hold said certain speed switches closed after the car switch has opened the circuits to the electromagnets which actuate the speed switches.

11. In a multi-voltage system of control for elevators, in combination with the car, a hoisting motor, energy supplying devices, resistances, one only for each energy supplying circuit, accelerating mechanisms to control the resistances, a car switch, a series of speed controlling switches, an electro-magnet to actuate each switch, said electro-magnets having circuits controlled by the car switch, additional electro-magnets operatively associated with the speed controlling switches, and circuits for the said additional electro-magnets controlled jointly by the speed controlling switches and accelerating mechanisms to hold said certain speed switches closed after the car switch has opened the circuits to the electromagnets which actuate the speed switches.

12. In a multi-voltage system of control for elevators, in combination with the car, a car switch, a hoisting motor, energy supplying units, speed controlling mechanism to connect the said units in circuit with the motor, resistance sections, only one section to a voltage circuit to the motor, a series of switches to control the said resistance sec tions, electro-magnets to actuate the said switches having circuits controlled jointly by the car switch and speed controlling mechanism, and self-holding circuits for the said electro-magnets controlled independently of the car switch when its circuit is interrupted.

14. In a multi-voltage system of control for elevators, in combination with the car, a car switch, a hoisting motor, energy supplying units, speed controlling mechanism to connect the said units in circuit with the motor, resistance sections, only one section to a voltage circuit to the motor, a series of switches to control the said resistance sections, electro-magnets to actuate the said switches having circuits controlled jointly by the car switch and speed controlling mechanism, and self-holding circuits for the said electro-magnets controlled by the speed controlling mechanism independently of the car switch when its circuit is interrupted.

15. In a multi-voltage system of control for elevators, in combination with the car, a car switch, a hoisting motor, energy supplying devices, speed controlling mechanism operable to close to connect the said devices successively in circuit with the motor, a relay in the motor circuit, a starting resistance, electro-responsive accelerating'mechanism to control the resistance, controlled jointly by the car switch and speed controlling mechanism, self-holding circuits for the electro-responsive mechanism controlled by the speed controlling mechanism independently of the car switch, electro-responsive devices to operate the speed controlling mechanism, having circuits controlled conjointly by the said relay, car switch and accelerating mechanism, and holding coils operatively associated with the speed controlling mechanism when the circuit of the car switch is interrupted, having circuits controlled jointly by the accelerating mechanism and speed controlling mechanism.

16. In a multi-voltage system of control for elevators, in combination with the car, i

.order of succession, electromagnets to operate said switches, controlled by the car switch, and a relay in the motor circuit, for connecting the speed switches in circuit with the motor in accordance with a predeter said second named electro-magnet, controlling a circuit for the holding magnet.

20. Ina multi-voltage sytem of control, in combination with a motor, energy supplying devices, a circuit including the motor and one of the said devices, a speed controlling switch in the said circuit, a starting resistance, an additional circuit including the motor, a number of the said devices and the said starting resistance, and an accelerinined amount of current traversing the ating switch operable when in one position motor, having contacts in a circuit with the said additional electromagnets and permitting the latter named circuit to be closed only when the current in the armature circuit is of a predetermined value.

17. In a multi-voltage system of control for elevators, in combination with the car, a car switch, a hoisting motor, energy supplying units electrically interconnected to form a battery, a series of speed controlling switches operable to connect the said devices in the circuit of the motor in predetermined order, a sectional starting resistance, a series of accelerating switches operable to connect the sections of resistance in circuit with the motor independently, a relay in-the motor circuit, electromagnets to operate the speed switches controlled conjointly by the said car switch, relay and accelerating switches, additional coils operat-ively associated with the certain of the speed switches, having circuits controlled jointly by the accelerating and speed switches, electro-magnets to operate the accelerating switches, controlled jointly by the car switch and speed switches, and self-holding circuits for the latternamed electro-magnets controlled by the speed switches independently of the' car switch when its circuit is interrupted.

18. In a mu'lti-voltage system of unlike voltages of speed control for elevators, the combination of the car, the car switch, a hoisting motor, multi-voltages of unlike voltages, reversing switches, electromagnets to operate the reversing switches, and means to prevent sudden reversal of the motor, comprising electromagnets, only one magnet to a reversing switch, adapted to be electrically connected across the motor armature, each of said last named electromagnets and in conjunction with the speed controllingswitch to close the first named circuit, and when in another position, to open the first named circuit and establish a shortcircuit around the resistance in the said second named circuit.

21. In a multi-voltage system of control, in combination with a motor, energy supplying devices, a circuit including the motor and one of the said devices, a speed controlling switch in the said circuit, a starting resistance, an additional circuit including the motor, a number of the said devices and the said starting resistance, and an accelerating switch operable when in one position and in conjunction with the speed controlling switch to close the first named circuit, and when in another position, to open the first named circuit and establish a short-circuit around the resistance in the said second named circuit, and an additional speed controlling switch and accelerating switch to control the said additional circuit.

22. In a multi-voltage sytem of control for an electric elevator, a series of separate supply units, of lower and higher voltages re spectively, an electric hoisting motor, circuits between the said units and motor, reactance coils, and a series of speed and accelerating switches for the voltages in the said circuits, and ohmic resistance in the circuit of a higher voltage in series with the armature of the motor, the accelerating switch in the circuit of a lower voltage opcrating to open the circuit of the lower voltage to the armature of the motor and to short circuit said ohmic resistance in series with the motor armature and higher volta e after the speed switch in the circuit of tie higher voltage has established a circuit to the armature for that higher voltage.

23. In a multi-voltage system of control of an electric elevator, a series of separate supply units, of lower and higher voltage respectively, an electric hoisting motor, circuits between the said units and motor, reversing switches, and a series of speed and accelerating switches and reactance coils all in the said circuits, and ohmic resistance in series with the armature of the motor in the higher voltage circuit, the accelerating switch in the circuit of a lower voltage operating to open the circuit of the lower voltage to the armature after the s eed switch in the circuit of the higher vo tage has established a circuit to the armature of a higher voltage, and contacts on the said accelerating switch to short circuit the starting resistance to cause the motor to increase its speed.

24. In a multi-voltage system of control of an electric elevator, a series of separate supply mains, of lower and higher voltage respectively, an electric hoisting motor, circuits adapted to be made between the supply mains and motor, a reversing switch, a series of reactance coils, and speed and accelerating switches and a relay switch operable by a coil in the said circuits, and ohmic resistance in series with the armature of the motor in a higher voltage circuit, the accelerating switch in the circuit of a lower voltage operating to open the circuit of the lower voltage to the armature ofthe motor after the speed switch in the circuit of the next higher volta e has established a circuit to the armature o the motor of that voltage, contacts on the said accelerating switch to short circuit the said starting resistance, the current in the armature circuit energizing the coil of the relay switch to cause the latter to keep open the circuit to the speed switches of the next higher voltages and thereby prevent the speed switches from closin to establish circuits of said next higher vo tages until the current in the said armature circuit of a lower voltage has dropped to a predetermined value? 25. In a multi-voltage system of control of an electric elevator, a series of separate supply units of lower and higher voltages respectively, an electric hoisting motor, circuits between the said units and motor, reactance coils, and a series of speed and accelerating switches for the difierent voltages in the said circuits, ohmic resistance, adapted to be inserted in series in the circuit of the armature of the motor in passing from a higher to a lower voltage, the speed switch for a hi her voltage serving to open the circuit to t e said higher voltage, and an accelerating switch serving to insert the said resistance in the circuit of the higher volta before the speed switch has opened the circuit of the higher voltage to establish a circuit for the lower voltage.

26. In an electric elevator, a multi-volta e s stem of control, the combination of t e e ectric hoisting motor, of units of electric energy to supply the motor with different voltages, circuits between the said units and the armature of the said motor, reactance coils, speed switches to establish difierent voltages, and a relay magnet coil in the said circuits, the energization of the coil by a current of redetermined value serving to open the circuits to certain of the speed switches and prevent them from operating to establish voltages other than that es tablished when a given speed switch is closed, and except when the value of the current through the said coil has fallen below a predetermined value, and, therefore, served to close the circuits to those certain other speed switches.

In testimony whereof, I have signed my name to this specification.

GEORGE WILLIAM LAUTRUP.

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