US1549166A - Elevator control device - Google Patents

Description

. Aug. 11, 1925. 1,549,166

E. B. THURSTON ELEVATOR CONTROL DEVI CE File O 1922 3 Sheets-Sheet l o 35 as as INVENTEJE Aug. 11, 1925. 1549;166

E B. THURSTON ELEVATOR CONTROL DEVI CE Filed 1922 3 Sheets-Sheet 2 AT NEIY Aug. 11, 1925. 1,549,166

E. B. THURSTON ELEVATOR CONTROL DEVICE Filed Nov. 9, 1922 3 Sheets-Sheet :5

:EIE-E Patented Aug. 11, 1925.

UNITED STATES a 1,549.166 PATENT OFFICE.

ERNEST B. THUBSTON, OF TOLEDO, OHIO, ABSIGNOB TO THE EAUGHTON ELEVATOR &

00., OF .TOLEDO, OHIO, A CORPORATION. OF OHIO.

ELEVATOR CONTROL DEVICE.

Application fled November 9,1922. Serial No. 589,747.

To all whom it may concern:

Be.it known that I, ERNEST B. THURSTON, a citizen of the United States of -America, residing at Toledo, Lucas County, Ohio, have invented new and useful Elevator Control Devices, of which the following is a specification.-

This invention relates to features of con-,

trol, more particularly for electrical apparatus.

This invention has utility when incorpoused in connection with torque motors for switch throwing and acceleration; F1 2 1s a wiring diagram of a more simp ified embodiment in connection with a two speed, three phase, alternating electric motor, wherein thesolenoid or clapper type of switch is used without accelerations; and

Fig. 3 is a wiring diagram of a direct current lnstallation. v

Elevator shaft or well 1 is shown as provided with floors or landings 2 between which an elevator car 3 may travel as carried by hoisting cable 4 passin upward and around hoisting drum 5 an thence about idler pulley 6 to counterweight 7.

Main elevator motor 8 is provided with shaft 9 upon which is fastened drum 10 with which may coact brake shoes 11, 12, as normally thrust thereagainst by 'spring 13 thereby effectively holding said shaft 9. Through worm 14 and worm wheel 15, fast with the drum 5, such held shaft 9 may maintain the elevator-3 in the well 1 against travel.

In the elevator or car 3 there is provided a controller 16 having an arc contact 17 coacting in central osltion with terminal 18 7 from which exten s line 19to power supply line 20. In shifting thecontroller 16 clockwise for up direction travel of the car 3, the contact 17 connects terminal 18 to terminal 21 from which extends line 22 to coil 23, serving,-when energized, to draw inward ,pam 24 on this elevator 3. The circuit-from the coil 23 is completed by way of line 25 extending to power supply line 26.

Further shifting of the controller 16 brings the arc contact 17 into contact with termmal, 27 connected by way of line 28 pastnpper top limit switch 29 and thence y line 30 to winding 31 of the direction motor 32. This winding 31 is connected to winding 33 and thence by line 34 to terminal 35 on t e upper side of the controller 16 in the elevator car 3. This shifting of the controller 16 for bringing the contact 17 in connection with the terminal 27 brings upper contact 36 of the controller 16 in contact with terminal 35 while the contact 36 still coacts with central terminal 37, connected by way of line 38 to line 25 in connection with power a supply line 26. A third winding 39 of this direction or torque motor 32 is connected by way of line 40 past the several safety devices 41 and thence by way of line 42 to main supply line 43. These safety devices may be interlocks for the doors of the car 3, at the landings 2, .overtravel hatch limits, as well as speed governor safety limits and emergency switches in the car. The direction motor 32 being energized effects, through its shaft 44, operation of cam 45 for u direction switch 46. By throwin of t iis up direction switch 46, power line 20 is connected with line 47 extending through fixed resistance 48 connected by line 49 with winding 50 of the low speed windings for the motor 8. This fixed resistance 48 is one, which when stopping the car, may serve as a load upon the line for the motor. This up direct-ion switch, simultaneously, with the connecting of line 20, also connects power line 26, by way of line 51, to normally closed slow speed main switch 52. Passing by this switch- 52 is line 53 to resistance 54, 55, 55', thence by line 56 to low speed winding 57 of the motor 8. There is also connected to this normally closed slow speed main switch 52, from the power supply line 43, line 58 past resistance 59, 60, 60, thence by line 61 to the third of the slow speed windings 62 of this motor 8.

From the line 47 extends branch line 63 to brake coil 64 thence by line 65 to the line 51, thus through the lines 20, 26, energizing the coil 64. Accordingly, simultaneously with thethrowing of the up direction switch 46, there is energizing of the coil 64 to effect release of the brake shoes 11, 12, against the action of the spring 13 so that the motor 8 anced load is freed to operate for upward travel of the elevator car 3, with all-the resistance C incident with this operation of the up direction switch 46, there may be energizing acceleration switch motor 66. This is e ected by means of branch line" of the slow '8 67 from line 53 of the normally closed slow speed mainswitch 52. This branch line 67' 66 is by way ofbranch'70 from the line 17, extending towinding 71. The slow speed ac-f celeration motor 66 as thus energized, is efi'cc-r twe throu h shaft 72 to operate switches 73, 74,; fn the operation of this shaft 72 due {to the cams thereon, switch 73 is first-thrown for cutting out the resistances forcnttingout the resistances 55, 60. There .is. accordingly left. in 48, 55', 60','as' a bal or generative regulation in stop ping. This operation of the slow speed acceleration motor 66 is accordingly automatic after the throwing of the up direction switch 46 and must be thereafter, due to the con-- nections through the normally closed slow speed main switch 52. Such time interval lag may be adjustablydelayed by da'sh'pot 72' connected to the shaft 72 to retard-the cutting out of these starting resistances of the slow speed windings,due to the acceleration rate desired.

To change the travel of the elevator car 3 from its normal upward travel at slow spiced to high speed, 1t is only necessary to s 'ft the controller 16 in the car 3, a further position to the right. This bringsjthe lower contact 17 into connection with the terminal 75, which, by way of line 76, is connectedwith upward slow down switch 77, thence by, line 78 to winding 79 of main high speed.

switch torque motor 80, connected to winding 81, extending to line 40. In this shifting of the controller 16, the upper contact 36 is simultaneously brought over to terminal 82 as the lower contact 17 is brought to the terminal 75. ,This terminal 82 is connected by way of lirie 83 to the third winding 84 of the high" speed motor 80. \Vith this high speed switch motor thus energized. the shaft 85 is eflfective in its rotation toopen normally closed slow speed main switch 52 and to close high speed main switch 80. This high speed main switch 86 connects the power line 43 by way of line 87 to winding 88 of .the high speed windings of the motor 8. Simultaneously, the power supply line 26 by way of the up direction switch 46 and the line 51 is connected through this high speed main switch 86 by way of line 89 to Winding 90 of the high speed windings of by dashpot according this motor 8 for operating the elevator car 3 in the welll. The third power supply line 20, is connected by way 0 the up direction switch 46 and the line 47 by way of line 91 to third winding 92 of thehigh speed windings for the'motor 8. v

Simultaneously. with this throwing of this'main high speed switch 86 to closing position, there is energizing of the acceleration switch "motor for reducing the resistances in the high speed motor windilws of the main elevator motor 8. To this en d the line 87 from the switch 86, has branch line 93 extending to powerwinding 94 of the accelerating switch motor or torque motor 95. The hne.47. from the direction motor U32 has branch line '96 extendingto second winding 97 of the accelerating motor 95.

Line 89 is in'communication by 7 way of branch line 89" with third winding 98 completing the windings for this high speed cutting out the four stcpsof resistances in of the main motor 8. "These fonr steps of resistances having been successively cut out in steps, there is accordingly a timed 'accelerationwhich may be adjusted as desired general equipment of the installation.

The elevator 3 in the shaft 1 is now travcling. up at high speed. It is only necessary forlthe operator in the car, in order to eiiect .a landing at any floor, to throw the controller to central or oti position, and the car will automatically come to a stop at the next floor in the directionin which the car is .travcling. This throwing of the controller to'ofi' position is effective beyond the slowing down region of the required stop. The throwing of the controller to off position by the operator may in some range of yariation allow the car in this disclosureto be brought to a stop with the maximum of economy of power and time of an experienced operator.

To effect this automatic control of the elevator, special connections are provided.

herein. It is in order that the high speed travel of the car not be slowed up until it approximates the floor atwhich it is to make a landing, and further that this operation may automatically give a slow speed of operation before the floor is actually reached. These are factorsin saving time and power as well as giving a. smooth stop to minimize wear and tear on equipment and render unobjcctionable this equipment in passenger service. l

From the high speed power line 26 there is herein provided a branch line 108 to resistance 104 thence by line 105 to interlock 106 at the high speed switch 86. .-\ccording- 1y, as the high speed switch 86 is closed, this to the load and "acceleration" motor '95 which, 'as'thus' energized, has its shaft 99 rotate' for successively interlock 106 connects for current flow from the line 105 by line 107 to line 83 and winding 84 of the high speed torque switch motor 80, notwithstandin the controller 16 be thrown to off position, to effect holding in of the-high speed main switch for the wmding 81 is connected through the safety devices 41 with the line 43, with the third winding still to be taken into account. The direction switch 46 is maintained in by means of branch line 108 from the switch 46 through resistance 109 and by line 110 to the line 34 of the direction switch torque motor 32, the winding 39 being connected through the devices 41 with the line 43. Two windings of the main switch torque motor and the direction switch torque motor 32 have now been considered. The third winding to permit travel of the elevator car 3 automatically to a landing which is selected during car travel by throwin the controller 16 to 03 position, is the win ing for which special provision is made'herein.

To this end power supply line 20- is provided with a branch line 111 past resistance 112, line 113, interlock 114 closed when the direction switch is thrown, thence by line 115 past emergency cut out switch 121 in the car 3 to slow down switches 116 in the elev'ator shaft or well, thence by line 117 past the upper limit slow down switch 77, thence by line 78 to the winding 79 of the main high speed switch motor 80. The high speed main switch interlock 106 is controlled with such switch 86 in a similar manner to that of the slow speed selected direction interlock 115. Inasmuch as low s eed main switch 52 is normally closed, the direction switch as thus selected is a slow speed main switch in the interlock association for power cutting in and power cuttin out.

Wit position, it is accordingly seen that in the travel of the elevator car 3 upward, the first switch 116 which the car may pass will be struck by the cam 24, because with the controller 16 in central position, the solenoid 23 is deener ized and this cam 24 is thrown outward. ere such contact by the cam 24 made when the controller is on, nothing would happen to the power lines for the controller contacts would maintain the circuits. Accordingly, the first switch 116 to be struck by the .cam 24 will open the line 78 to the main high 5 ed motor "80 and said inotor 80, having a me therefrom broken, is deenergized and will rotate back to open position .of the main high speed switch 86 and closed position for the slow speed main switch 52. This occurs because this motor 80 is polyphase and when one phase is opened it has no torque.

The direction switch 46 is held in by line 118 as a branch from the line 47 passing by the controller 16 .in central or off.

way of msistance 119 to line 120 thence past cutout switch 121 in the car 3 by down stopping hatch limit switch 122 and succeessive stoppin switches 123 and line 124 to find top limit switch 29, thence by line 30 to the winding 31 of this direction switch motor 32.

Accordingly, notwithstanding. the high s ed main switch 86 opens and the mam s ow speed switch 52 simultaneously closes, the direction switch 46 still remains in, and is kept in during the continued, travel of the car past the switch 116 to stopping switch 123. Opening of the switch 123 will then release the direction motor 32 and thereby automatically bring the elevator 3 to a stop at the desired landing 2 in the elevator shaft 1.

It'is accordingl seen that the "car will travel at high spee notwithstanding the con troller is on centralor off position and will continue this high speed until the desired distance from the next or succeeding landing is reached,-when it will automatically be cut into low speed and then from low speed to fully out 01f position as the car reaches the landing.

If it is desired to cut out this automatic floor finder for the operation of the car so that once the controller is thrown to center, it will slow down automatically within a 'ven distance of the floor and stop at the oor, this cutting out can be readily accomplished by means of opening the switch 121 in the car 3. With this switch open, it

. means that the car 3 may be stopped at any place-between the landings by the normal means ofstopping the car by the controller 16. This. automatic operation of the car 3 may be in conjunction with a speed governing device for controlling the slowing down of the motor, and \to this end switch 125 from the line 124 at above speed for which governor 126 is set, may bypass the switches 123 by line 127 to the line 120. This means that the final stopping by switches 123 will not be effective until the speed of the car has dropped sufiiciently for the switch 125 to open. V

The method described for up direction travel is similar to that for down direction travel. The sequence always is that, when the controller is thrown to off position, with' this semi-automatic control set for operation, the first high speed slow down switch as intercepted by the cam 24 on the car 3, efiects cutting out of the high speed motor, the next switch for stopping the ,car for a landin at the desired floor, efiects cutting off an final stopping whether-the car is going up or down. If, during car travel, say during up direction, the controller 16 is thrown in reverse, the direction of the motor and the general travel of the car is reversed and travel is eflected in-the0ppo site direction in the usual sequence even without coming to a landing. As the resistance 109 is not herein placed between the controller 16 and the direction torque motor 32, the reversal of thecontroller 16 effects bringing of the elevator 3 to a stop. The hatch limit switches 77, 29, 122, 128, coact with fixed cam 129 on the car 3 instead of the movable cam 24.

The showin in Fig. 2 is adapted to a more simplifie operation of this automatic control and with solenoid type of main switches 52, 86 and direction switch 46 instead of the torque motor type. Here the cams 24 are carried in the hatchway and the switches 116, 123, are carried by the car and withdrawn as long as the controller 16 is in on position due to the action of the coil 23 against spring 23'. The hatch limit switches are actuated by a fixed cam 129 on the car in a different travel line from the cam 24.

In thedirect current installation of Fig. 3, a drum 130 carries the cams 24 for operating not only a first slow down switch 13 but the second slow 'down switch 116 and the stopping switches 123. This control drum 130 as simultaneously operated with the elevator car travel, coacts with the switches in proximity thereto in proportional travel rates and distances with such travel rates and distances of the elevator car. So disposing these control devices in the penthouse makes possible compactness in installation and has advantages of upkeep in quietness, wear minimizing, and accessibility for attention throughout at a limited space region, instead of being distributed through the hatch or elevator shaft The controller as shifted to oft position with the car running, does not bysuch shifting thereby disturb the position of the slow down or stop control means in these disclosures.

Referring to this direct current installation of Fig.3, specifically as to the control, the controller 16 in the car 3 has the contact 17 in its central position connected with terminal 18 of line 19 extending to direct current supply line 132. Shifting the controller 16, say to the left, to bring the contact 17 to terminal 133, permits current to flow by way of line 134 past upper stop hatch limit switch 29 thence by line 135 past coil 136 of up direction switch 46 thence by line 137 past coil 138 of main switch 139, thence by line 140 past safety devices 141 and-by line 142 to power supply line 143. The coils of the main switch 139 and the up direction switch 46 are accordingly energized and these switches thrown to closed position. This ermits power current from the line 132 to ow by line 144 to the switch 46 and thence by line 145 past resistances 146 to line 147 to one side of the ar ature of the direct current motor 148 fojtiperating the shaft 9. Closing of the main switch 139 connects the power line 143 to line 149 extending past the switch 46 to line 150 to the opposite side of the armature of the motor 148. The closing of the main switch 139 connects line 149 and line 151 extending past switch 152 (which is normally closed, cutting out shunt field resistance 153) to line 154 ex tending from the switch 152 to shunt field 155 at the motor 148. From this shunt field winding 155 extends line 156 to the power supply line 132. There is also, at this position of the controller, resist-ance in parallel with the armature. This resistance is connected by line 157 from the line 147 to re sistance 158 and thence by line 159 past normally closed switch 160 by line 161 to the line 150. From the line 149 extends line 162 past the brake coil 64 thence by line 163 to the line 144. The shaft 9 is accordingly released simultaneously with the operation of the main and tip-direction switches to permit starting of the motor 148. The main switches 139 and the up-direction switch 46 as thus closed give a drag or slow speed because the armature parallel resistance 158 is in as well as the armature series resistance 146.

A holding in circuit is provided to care for slowing down and stopping independently of the position of the controller. To this end from the power line 132 is branch line 164 past down final hatch limit switch 122, thenceby line 165 to the drum 130 where it passes final stop switches 123, thence by line 166 past upper final hatch limit switch 29, thence by line 167 to interlock 168 to the closed up direction switch 46, thence by line 169 to the line 134. There is thus a by-passing of the controller 16. Shifting of the controller 16 so that its contact 17 goes to terminal 170 so connects that current from this contact 17 may flow by line 171 past the upper slow down hatch limit switch 77, thence by line 172 to coil 173 at the switch 160. Current is completed through this coil 173 by line 174 to the line 140. This switch 160 is accordingly openedto cut out the resistance 158 in parallel with the armature. Opening of the switch 160 is effective for closing interlock 175 to connect the power line 143 by line 176 to line 177 extending to coil 178 and thence by line 179 to line 132. Thus energized, the coil 178 is effective for throwing armature acceleration resistance cutting out switch 180 which as retarded in its throw successively cuts out steps of the resistance 146 and thereby permits the motor 148 to run at full speed.

To permit this full speed running with the controller 16 in off position and auto matic stoping by the slowing down and sto switches, there is at the switch 160 interloc 181 effective in connecting 1ine'182 from the power line 132 to line 183 extending past in terlock 184 at the up direction switch 46,

thence by line 185 past the several up direction slow down switches 116 at the drum 130, thence by line 186 to the line 171.

may serve to hold the switch 160 open.

Further shifting of the controller. 116 brings this contact 17 to terminal 187 for connecting line 188 extending past upper first slow down hatch limit switch 189, thence by line 190 to coil 191 at the switch 152, thence by line 192 past interlock 193 atthe closed acceleration switch 180, thence by line 194 to the line 140. There is thus energizing of the switch 152 effective for cutting in shunt field resistance 153 step by step for operating the elevator motor 148 at high speed.

The holding in circuit for this position of the controller to permit the automatic control through the drum 130 and the hatch switches regardless of the position of the controller 16 is effected by interlock 195 at the switches 152 connecting line 196 from the line 179 with line 197 extending past-interlock 198 at the now closed up direction switch 46, thence by line 199 past the several up direction first slow down switches 131 at the drum 130, thence by line 200 to the line 188. These interolcks at the several switches coact in the automatic control for maintaining the elevator car 3 at such travel rate as has been attained by position of the controller 16, even though such controller be thrown to off position. However, the

duration of this travel is only to the next set of switches which may be for a landing intermediate the extent of the hatch 1, in which event the drum 130 effects control, while, if the position be near an up or down terminal in the hatch 1, then the switches in the hatch will be effective to this end.

If it is desired to not operate at high speed with the controller in off position, such shifting of the controller to off position may at once cut out high speed, and the automatic stopping will occur as hereinbefore. but of course not from hi h speed.

What is claimed and it is esired to secure by Letters Patent is- 1. An elevator car, a plurality of landings for the car, slow down and stop control means for the-car in its approach from either direction toward an intermediate landing, a controller on the car common to the several landings and shiftable to ofi position to select a landin and thereby render said control means e ective? independently of thereby disturbing the position of said means, and mechanism including a main switch and an interlock connected to be operable with said main switch and at closed position of said switch effective for by-passing the controller on the car in said ofi position of the controller to hold said main switch in for maintaining car travel until Accord- .ingly the switches at the control drum 130 said control means are disturbed by car travel and thereby operated.

2. An elevator car, a pluralit of landings for the car, slow down an stop control means for the car in its appproach from each direction toward an intermediate landing, a controller on the car common to the several landings and shiftable to off position to select a landing and thereby effective during car travel for rendering operative the next slow down and stop control means in such sequence in the direction of the car travel independently of such shifting of the controller thereb disturbing the position of said means, an mechanism including a main switch and an interlock connected with said main switch and at closed position of said switch effective for by-passing the controller on the car in said off position of the controller to hold said main switch in for maintaining car travel until said control means may be disturbed by car travel and thereby operated.

3. An-elevator car terminal and intermediate landings therefor, a slow down switch for each direction of car ap roach to an intermediate landing, a contro ler on the car common to the several landings and shiftable to off position to select a landing and effective in ofi position to render operative the next slow down switch in the direction of car travel independently of thereby disturbing the position of said switch, and mechanism including a main switch andan interlock connected to be operable simultaneously with said main switch and at closed osition of said main switch effective for y-passing the controller on the car in said ofi position of the controller to hold said main switch in for maintainin car travel until a slow down switch'may disturbed by car travel and thereby operated. 4. An elevator car, landings for the car, a motor for operating the car, stop means for the car, a controller for the motor common to the several landings and movable to effect operation of the car through said motor and further shiftable to select stopping of the car independentl of thereby disturbing the position of said stop means, and switch mechanism including a. switch for the motor and an interlock at closed position of said switch eflective for by-passing the controller in said further shifted position of the con troller to hold said switch in for maintaining car travel until said Stop means may be disturbed by car travel and thereby operated.

5. An elevator car, landings for the car, a motor for operating the car, a stop switch for the car as approaching each landing, a controller on the car for the motor and common to the several landings, a second switch eflective through the movement of said controller to connect in the motor to efiect car travel, said controller being further shiftable to efiect stopping of the car independently of therebfyl disturbing the. osition of said stop switc and an interloc at closed osition of said second switch effective for assing the controller in said further i ed position of the controller to hold said second switch in for maintaining car travel until a stop switch may be disturbed by car travel and thereby operated.

6. An elevator car, landings for the car, a motor for the car, a controller on the car for the'motor and common to the several landings, said controller being movable to actuate the car and further shiftable to select stop- :ping of the car, a switch for the motor, an interlock at closed position of said switch effective for by-passing the controller in said further shifted position of the controller in controlling the car for precluding stopping of the car other than at a landing, and control means coacting as to each landing only in the direction of car travel and including two devices efiective only in sequence and for disturbance normally only by car travel subsequent to said further shifting of the controller.

7. An elevator car, landings forthe car, a motor for operating the car, a switch for the motor, a controller on the car for the motor common to the several landings and movable to operate said switch for actuatin the car, said controller being further shlftable to select stopping of the car, an interlock at closed position of said switch efiective for by-passin the controller in said further shifted position of the controller, and control means undisturbed by said controller and coacting for car travel disturbance in opening said switch for the motor when the controller is in said further shifted position.

p 8. An elevator car, landings for the car, a motor for operatin the car, a switch for the motor, a control er on the car for the motor common to the several landings and movable to operate said switch for actuatin the car, said controller being further shlftable to select stoppin of the car, a switch at closed position 0% the switch for the motor effective for by-passing the controller in said further shifted position of the controller, and control means normally coactin for car travel disturbance in opening sai switch for the motor when the controller is in said further shifted position and rendered ineifective for opening said switch for the motor when the controller is positioned to operate said switch forthe motor to actuate the car.

9. An elevator car, a plurality of landings for the car, slow down and stop switches for the car and relatively to which the car may travel, a controller on the car common to the several landings and shiftable to off o'sition to select a landing and thereby ren er said switches etlective independently ,of thereby disturbing the position of said switches, and mechanism including a main switch and an interlock connected to be operable with said main switch and at closed position of said switch effective for bypassing the controller on the car in said off position of the controller to hold said main switch in for maintainin car travel until a slow down switch is i'sturbed by car travel'and thereby operated.

10. An elevator car, a plurality of landings for the car, slow down switches for the car and relatively to which the car may travel, and a controller on the car common to the several landings and shiftable to oil position to select a landing and thereby render one of said switches effective independently of thereby disturbing the position of said switch.

11. An elevator car, a plurality of landings for the car, sto switches for the car and relatively to which the car may travel, and a controller on the car common to the several landings and shiftable to oil position to select a landing and thereby render one of said switches efiective. I

12. An elevator car, a plurality of landings therefor, a controller on the car common to the several landings for starting the car, a motor for the car, car travel 'maintaining connections rendered eifective by shifting the controller into off position, car travel coacting slow down and stop control means for rendering the connections ineffective, and speed controlled means for by-pasing said stop control means.

'13. An elevator car, a plurality of landings therefor, a controller on the car common to the several landings for starting the car. a motor for the car, and car travel maintaining connections rendered eifective by shifting of the controller into oil position including a speed controlled device.

14. An elevator car, a controller for starting the car, a motor for the car, a stop mechanism for the car, a speed controlled device for by-passing the stop mechanism, and connections from the controller as shifted into off position thereby rendering sai'd mechanism effective.

In witness whereof I aflix my signature.

ERNEST B. THURSTON.

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