US1491442A - Elevator-brake mechanism - Google Patents

Description

E. B. THURSTON ELEVATOR BRAKE MECHANISM Filed June 27, 1819 2 Sheets-Sheet 1 an Mum I MM April 22 1924.

- 1,491,442 E. B. THURSTON ELEVATOR BRAKE MECHANISM Filed June 27. 1919 2 Sheets-5heet 2 gnvawtom Patented Apr. 22, 1924.

, UNITED sures PATENT Mme.

ERNEST B. 'rnuns'ron, or TOLEDO, c1110, "Ass'ronon To run nnuen ron ELEVATOR a MACHINE 00., or TOLEDO, 01110, aconrona'rron or 01110.

ntnvsronnnrmxn MEcHAmsn.

Application filed June 27, 1919. Serial No. 307,246.

To all whom it may c ncern: 1

Be it known thatLERNEs'r B. Tnuns'ron, a citizen of the United States of America, residing at Toledo, Lucas County, Oh o, 'have invented new and useful Elevator Brake Mechanisms, of which .the following is. a specification.

This invention relates to control of a power actuated member, articularly for the stopping thereof gradua ly in approaching or finding a definite position. 1 This invention has utility in givingflexibility in unskilled handling of alternating current elevators. I

. Referring to the drawingsa Fig. 1 is a wiring diagramof an embodiment of the invention as a double setting brake 'in. an alternating electric current elevator installation; I

Fi 2 is a wiring diagram of an elevator installation in which the controller coacts directly in one of the multiple brake settings, instead of through adirection switch; and

Fig. 3is a wiring dia am of an elevator installationsimilar to t e showing of Fig. 1, without the interlocking features.

Elevator car 1 is shown as having therein a controller 2 formain switch 3 and direction switches 4, 5,;for cutting off and supplying power to motor 6 and thereby driv ing or stopping shaft 7 as a drivenmember from the motor 6 for actuating the elevator 1. I

The controller 2 has a contact8 of an extent to span an adjacent three of contacts 9, 10, 11, 12, 13, 14. At central or off position,the contact 8 is on the contacts 11, 12, connected to each other and by line con- 40 nected to power line '16 extending to terminal-17 at the main switch 3. In shifting "the controller 2 for downward travel, terminal. or contact 8 is first rocked to connect contacts 12, 13. Contacts 10, '13, are con- 45 nectedand by line 18 are placed in a circuit past'bottomlimit switch 19, with line 20, past top limit switch 21, with lines 22, 23, past switch 24, with line through main switch energizing coil 26 to power supply 50 line 27. With the switch 24 closed, this first position of the controller 2 may close the main switch 3, andthrough lines 28, 29, therefrom electromagnetic brake coil 30 may be energized to free or releasebrake drum 31 and thus effect a partial release of the holding means for the shaft 7.. Under many circumstances itis desirable that on starting, the release of the shaft 7 be a complete freeing thereof on the instant of the starting of the motor 6. For such a mode of operation, the switch 24 is opened, and the main'switch throwing position with the contact 8 on the contacts 11,12, 13, is not effective for the throwing of the switch 3. The further movement to the position placing the contact 8 onthe contacts 12, 13, 14, not only operates the direction switch 5 for down direction travel, but also through an interlock permits simultaneous energ1z ing of the main switch 3. From the contact 14 by way of line 32,- lower limit switch 33, line 34, down direction switch coil 35, and line 36 to power supply line 27 there may current flow through the contacts 8, 12, and the line .15 to power supply line 16, thus throwingdown directions switch 5. brings contact 37 to close circuit fromthe 'line 34, through contacts 38, 39, to line 40 extending to the coil 26 of the main switch 3 and thence to power supply line 27. The main switch 3 is thus energized to operate interlock contact 41 to close circuit from the line 40, through terminals 42, 43, and line 44 to the line 22, as an interlock by-pass as to the switch 24 to the controller contact 13. The switch 3 may now be kept energized even if the controller 2 be rocked to move the contact 8 off the contact 14 de-energizing direction switch 5 thus cutting off power from lines 27, 45, to the motor 6, by way of lines 46, 47. Single power line 48 from the main switch 3 and power line 16, thus may not complete a circuit in the three phase alternating electric current system, and the motor 6 has no driving energy.

Connected at terminal 49 with the power line 46 from the down direction switch 5,-

is a line 50 extending to electroma etic brake coil 51, the circuit through which is completed by a line 52 extending to terminal 53 connected with the power line 47 from the down direction switch 5. This means that when the down direction switch 5 is thrown to start the motor 6,'there is a freeing of the shaft 7 not only at the brake drum 54 by the energizing of the coil 51, but as the This switch 3 is simultaneously thrown, the drum 31 is also freed by the coil 30 being energized. Accordingly at the instant of direction throw position being attained by the 5 controller 2 in the elevator 1, the two settings of the holding means at the brake drums 31 and 54, are released, and the motor 6 at once actuates the shaft 7 in the direction to cause the elevator car 1 to deseend.

' resultin in a cuttin ofi of ower su l to the motor 6, and simultaneously a partial setting of the holding means, for the opening of the switch 5 de-energizes the brake coil 51, resulting in a brake holding action 39 upon the drum 54-. This feature has exceptional advantages in the handling of cars with different loads, in making possible and practical simple see-sawing or coasting to eifect an accurate landing or floor stop, so

essential in wheeling in and out heavy loads,

as well as for the safety of passengers against stub-toe accidents. This brake drum 54 in its holding may act as a normal stopping brake, but in reality allow some slip- 39 page. Should such slippage not bring the car to the accurate stop desired, the controller 2 may be rocked in for starting the motor 6. This rocking may be very quickly performed with a return to cut out position for the motor 6 almost before the motor can pick up. however, the brake drum 54 was released, and there is thus car freedom for the slight inching or creeping to a floor level. Once th floor level is reached, the controller 2 is swung to move the contact 8 off the contact 13, and the emergency of complete holding action is effective in the second setting of the holding means by deenergizing the coil 30 and gripping of the brake drum 31.

The relation of the effective holding of th two settin s of the brake holding means may be such tnat the stopping setting is just suiiicient to handle the traveling car to bring it to a stop, while the second setting may be a sufiicient addition thereto in so holding that there maybe no settling of the car upon loading, or shifting of the car upon unloading-a feature of considerable advantage in keeping the car at a landing in precluding ccidents. lVith these interlocks on the main switch as controlled from the direction switch, should the operator shift the con troller 2 to move the contact 8 clear not only of contact 14, but also of the contact 13, there may be no release of either brak setting until the controller 2 has been shifted to a running position. When both settings have been freed, there may be a removal and replacing of one setting, with consequent flexibility in control. Once there has been a full setting, such may not be disturbed except by bringing the controller into running position, say for an up movement, has the full ascent not been attained, or for a down movement, if the up travel distance has been exceeded.

In this former event, the controller is shifted to bring the contact 8 across the contacts 9, 10, 11. The contact 9 is the direction control analogous to the contact 14, but extends by line past upper limit switch 56, thence by line 57 to up direction switch coil 58 to the line 36 and the power line 27. The switch 4 is thus closed for operating the motor 6 for upward direction travel of the car 1. This closing of the switch 4, is identical with the action of the switch 5 in releasing the brake setting at the drum 54. Likewise, at once the switch 4 is opened, the coil 51 is tie-energized, and this setting of the holding means is effective independent of the holding action of the drum 31, if the cont-roller 2 have its contact 8 on either contact 10 or 13.

lVhen the switch 24 is closed the holding means settings may be stepped in release as well as in applying, but under heavy load conditions, there may be preference in avoiding any partial release of the car with the drive not taking hold, so especially in the extreme conditions, safety precautions may dictate keeping the switch 24 open. It is true with this switch 24 open, there may be greater ease in releasing the car 1, and possibly greater speed in making landings where the operator is disposed to give the controller 2 full swing to center, or past center, instead of just clear of a direction contact 14, or 9. In the instance of a swing past central or off position, which brings the contact 8 from contact 13 to contact 10, the break occurs at contact 14 or 9, with the switch 24 open, and to again gain control of the release for the brake means, the controller 2 must be swung to a direction contact 14 or 9.

In upward travel, should the operator neglect to shift the controller 2 to oil or central position, and the elevator 1 then move to open the upper limit switches 21, 56, the two brake settings are simultaneously applied, and no controller manipulation may be had for further up travel. The controller 2 must be brought to olf position and then swung to down direction, when the two settings are automatically electrically released as the car 1 descends. This is an insurance against an excitable operator doing the wrong thing in an emergency. Identical operation precludes exceeding the down travel limit, for the elevator in opening limit switches 19, 33, at once causes the holding means to be applied to the drums 54, 31, simultaneously, and the car may only be started by shifting thecontroller 2 for direction travel.

the car lleaves the region of the limitswitches they may be automatically reset;

Like the switch 5 and its interlock 37, the

up switch 4, has interlock contact 59 con .nectin the line .57 through terminals 60,

61, wit the line 410v for energizing the main switch coil 26. I

From the power supply line 27, current past the main switch 3 may pass by way of line 62 to the direction switches at, 5.

The multiple brake setting feature in I i Fig. 2 is shown as having one of the setthe motor 6..

1 tin an the mainswitch 3. The coils 30, 51,

thereof in series with the controller 2 are here shown as in series duringthepartial setting stage. The controller-2 is provided with a central magnetic core section 63, which in the oscillation of thecontroller 2 away from off or central position, may respectively move out offixed coil connected by the line 28to the main switch 3.

Line 66 extending from the coil 65 connects to the coil 51 and by way of the coil 30 to line 29 and the main switch 3. The reactance at the coil 65 is reduced by moving the core 63 out of thecoil 65' and the current through the two electromagnet coils 51, 30, in series, effects a partial freeing of the holding or brake means for the shaft 7 of A further shiftingv of the controller 2 to a direction switch position, at once causes the lines 50, 52, to energize relay coil 67 throwing contact68 to connect the third phase of the power line 45 through terminals 69, 70, and line 71, with the brake releasing coils 30', 51, between such coils., Instead of I single phase freeing, there is now three phase current action as a second stren th release in fully freeing the shaft 7 for tie selected direction of elevator car actuation. Whenever the controller 2 is shifted from a direction contact 14 or9, the'coil 67 is deenergized, the relay 68 is opened, and the two brake coils 51, 30, lapse from three phase or intermediate neutral leg polyphase control, to single phase series action. The

brake setting spring means are thus permitted to be partially effective while the. n'iot-or 6 has its power cutoff, and there is the further flexibility of control in working the car to the desired definite position of A simplified embodiment of the double setting brake with main and direction With the elevator car under way, some sliding or inching along may be had withslight loss of time, in quickly bringing the car accurately to a landing. As the land-' ing is reached, athrow of the controller 2 to central or off position, at once applies the main switch controlled or emergency brake by releasing the shoes controlled by the coil 30, or completing the brake setting. When the controller 2 is in main-switch throwing position in shifting therefrom to a contact 10 or 13, a partial freeing of the holding means occurs. As the controller in further movement comes to a running position upon direction contact 9 or 14, full freeing of the driven member 7 is had simultaneous with the pick-up action of the motor 6. In bringing the car to a stop, the coil 51 may be de-energized to permit action of the stopping brake, and there may be see-sawing, or coasting in throwing this brake in and out, in feeling the car to a desired landing. The off position of the controller 2, then permits application of both brake settings. Then these two settings approximate equality final holding is adequate for holding the car under any normal and even abnormal. loading and unloading conditions. This positive holding is always effective with the controller in off position, yet in usual opera-- tion there maybe a most smooth handling of the car to a stop, due to the modified or lesser holding action of but one setting. This is a feature of utility, not only as to comfort for passengers, but as greatly contributing to the life of the installation in that extreme shocks in stopping are readily avoided. In Fig. 3 the main switch control lines extend separately through the limit switches.

What is claimed and it is desired to secure by Letters Patent is:

1. An elevator, electric driving means therefor including a motor, main and direction switches for the motor, a single controller for the switches having an off cen tral position and on each side thereof a main switch throwing position and then an additional direction switch throwing position, connecting means between the respective direction switches and the respective directions switch positions at the controller effective in off position of the controller as to a direction position to render the driving thercbetween, the

-- the respective directions switch positions at the controller eiiective in on position of the controller as to direction position to render the drivin means inoper tive, brake means for the elevator, and connections for operating the brake means by shifting the controller from a main switch position to olt position.

3. An elevator, electric driving means therefor including a motor, main and direction switches for the motor, a single controller for the switches having a central oft position and on each side thereof a. main switch throwing position and then therebeyond an additional direction switch throwing position, connecting means between the respective direction switches and the respective directions switch positions at the controller ei'iective in oil' position of the cont-roller as to a direction position to render the driving means inoperative, double setting brake means for the elevator, and connections for operating the brake means by shitting the controller from a. direction switch throwing position to a main switch throwing position to effect one setting of the brake means and in additional movement to oil position to eii'ect a second setting of the brake means.

4. An elevator, electric driving means therefor including a motor, main and direction switches tor the motor, a single controller tor the switches having a central off position and on each side thereof a main switch throwing position and there beyond an additional direction switch throwing position, connecting means between the respective direction switches and the respective directions switch positions at the controller ei'iective in oii" position oi the controller as to a direction position to render the driving means inoperative, double setting brake means for the elevator, connections for operating the brake means by shifting the controller different distances, and interlocking means additionally providing for simultaneous release of the two settings of the brake means.

5. An elevator, electric driving means therefor including a motor, main and direc tion switches for the motor, a controller for the switches having a central oil position and on each side thereof a main switch throwing position and therebeyond a direction switch throwing position, multiple setting bralze means for the elevator operable in shifting the controller, to dill'erent positions in a common direction in effecting separate settings for holding the elevator through the brake means and in the reverse direct-ion effecting a release of one setting simultaneous with the release of another setting of the means.

6. An elevator, limit switch means therefor, polyphase brake means for the elevator means for effecting setting of the brake in one phase and more than one phase. and control connections from the switch means to the brake means for simultaneously oper ating the settings of the brake means to hold the elevator.

7. An elevator, an alternating electric current motor for driving the elevator, main and direction switches for the motor, a, controller operable from the elevator for actuating said switches; electrically controlled holding means having a plurality of settings for releasing and holding the elevator, connections from the controller for effecting ac cording to the position of the controller different settings of the holding means; and upper and lower limit switches provided with connections to the holding means permitting release by the controller of a holding means setting from simultaneous full setting by a limit switch only by reversal of the controller for changing the direction of elevator travel, said single controller by such reverse operation bringing the elevator into controllable travel away from said limit switch which may be closed by elevator travel theretoward.

8. An elevator, a motor for driving the elevator, a controller for the motor operable from the elevator, electrically controlled holding means having a plurality of settings for releasing and holding the elevator, connections from the cont-roller for cllccting according to the position of the controller difierent settings of the holding means, and a limit switch connected to the holding means to permit release by the controller of a holding means setting from full setting by limit switch operation only by reversal of the controller for changing the direction of elevator travel, said single controller by such reverse operation bringing the elevator into controllable travel away from said limit switch which may be closed by elevator travel theretoward.

9. An elevator, a motor for driving the elevator, a controller for the motor operable from the elevator, multiple-setting electrically-controlled holding means for releasing and holdin the elevator, connections from the control er for effecting different settings ofthe holdin means atdifierent positions of the control er, and limit switches connected to the holding means to permit the con troller to effect the releaseof the holding means only by controller movement tobring the elevator into reverse running from that which actuated the limit switch( 10. An elevator a motor for driving the elevator, a controller for the motor 0 erable from the elevator, poly hase electrica ly controlled holding means aving a luralit-y of settings for releasing and holding the ele-' vator, connections from the controller for efl'ecting one setting of theholding'means in one phase and another setting of the holdingmeans in an additionalphase and a limit switch connected to the holding means to preclude release of a holding means setting from full setting by limit switch operation except by reversal of the controller for changing the direction of elevator travel. 11. An elevator, a motor for driving the elevator, a controllerfor the motor operable from the elevator, a polyphase electric brake for the elevator having a plurality of settings for releasing and holding the elevator, an connections from the controller for effecting one setting of the holding means in one phase and another setting of the holding means in an additional phase.

In witness whereof I affix my signature. ERNEST B. THURSTON.

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