US1821500A

US1821500A - Indicator for elevators

Info

Publication number: US1821500A
Application number: US141615A
Authority: US
Inventors: Edward L Dunn
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1926-10-14
Filing date: 1926-10-14
Publication date: 1931-09-01
Anticipated expiration: 1948-09-01

Description

E. L. DUNN 1,821,500

INDICATOR FOR ELEVATORS Sept. 1, 1931.

' Filed Oct. 14, 926 4 Sheetsfiheet 1 W -BM lNVENTOR Sept. 1, 1931.

E. L. DUNN INDICATOR FOR ELEVATORS Filed Oct. 14, 1926 4 Shets-Sheet 2 W LZBM INVE-+OR BYW AT ToRNEY Sept. 1, 1931'. E. L. DUNN 1,821,50

INDICATOR FOR ELEVATORS Filed Oct. 14, 1926 4 Shams-Sheet 3 51. miw INVENTOR BY ATTORNEY Patented 'Sept. 1, 1931 UNITED STATES PATENT oar-Ice EDWARD L. DUNN, OF EAST ORANGE, NEW JERSEY,- ASSIGNOB T OTIS ELEVATOR COMPANY, 01 JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY INDICATOR I'OB ELEVATORS Application fled October 14, 1928. Serial No. 141,615.

10 the provision of a position indicator of the above type which will designatethe landing being approached by a moving elevator car.

A third feature of the invention is to provide a position indicator of the above character which will in addition designate the direction of motion of a moving elevator car.

Another feature of the invention is to provide a, device of the above character which is of simple construction, requires a minimum amount of hatchway wiring, is reliable in operation, and which may be replacement.

Other features and advan es will become apparent from the following description and appended claims.

. The invention will be described, by way of illustration, as embodied in a system in which both the starting and stopping of the car is under the control of an operator. It is to be understood, however, that it is also applicable to other elevator systems, such as those in which push button control is employed for causing both the starting and stopping of the car or for causing only the stopping of the car, or those in which the starting of the car is under the control of an operator while the slow down and stopping is automatic.

In the drawings: Figure 1 is a schematic representation of a typical elevator system illustrating the invention;

Figure 2 is a front elevation of the position indicator with a portion of the face plate broken away;

an Figure 3 is a view similar to Figure 2 operated for a long period of time withoutv with parts broken away in order to show certain structural details;

Figure 4 is a view in part section taken along the line 44 of Figure 3;

Figure 5 is a sectional view taken along the l1ne 55 of Figure 3;

Figure 6 is a view of a small dial constituting a part of the position indicator;

Figure 7 is a view of a large dial also constituting a part of the position indicator;

F lgure 8 is a wiring diagram illustrating the manner in which the invention may be em loyed in an elevator system;

igure 9 is a schematic view of a switch em loyed in carrying out the invention.

ferring to Figure 1, the hoisting ropes 3 pas over the holsting drum 4 and connect the car 1 to the counterweight 2. The motor 5 drives the drum 4 thus effecting the raising and lowering of the car and counterweight. An electroma etic brake 7 is aplied to the motor sha for the purpose of ringing the motor, and therefore the car and counterweight, to a stop.

According to the preferred arran ement a ta e or fiat driving belt 8 is secured as by a hitch 10 to the top of the car 1. From the hitch 10 the tape 8 extends upwardly and has its upper portion wrap ed spirally upon itself and around an over ead sheave 11 as in the manner of a watch spring. The sheave 11 is formed with a groove 12 within which the several layers of the tape are positioned. The end of this upper portion of the tape is secured to the bottom of the groove 12. Another tape 13 is secured as by a hitch 14 to the bottom of the car. From the car this tape extends downwardly and around a tensioning sheave 15 that has a weight 16 mounted in the guide 17 at the bottom of the hatchway. From the sheave 15 the tape 13 extends upwardly and has its upper portion wrapped within a groove 18 formed in an overhead sheave 20 in the same manner that tape 8 is wrapped in groove 12 of sheave 11.

Tape 13 however, is wra ped in the opposite direction to that in which tape 8 is wrapped. Sheaves 11 and 20 are keyed to a shaft 21 rotatably carried by two edestals 22 positioned near the top of t e hatchway. A

sprocket wheel 23 is also keyed the shaft.

21 and is connected by a sprocket chain 24 to a similar wheel 25 of an indicator conwith a similar gear 30 fixed on a vertical screw shaft 31 rotatably carried by the frame 33. The shaft 31 is threaded and has a crosshead 34 threaded thereon. The crosshead 34 carries two spaced

brushes

35 and 36.

Brushes

35 and 36 are .arranged to co operate with

stationary contacts

37, 38, 40, 41, 234, 235, 236, 237, 238 and 240 carr1ed by the franie33.

Aswitch lever 166 is pivotally mounted on a shaft ,167 positioned in the lower portion of the hatchway. A roller 168 is rotatably carried on the lower end of the lever 166. This lever carries a movable contact for cooperating with a fixed contact. These contacts are designated 170. Roller 168 is positioned in the path of travel of a cam 172 carried by the car. While the car is at its lower terminal landing 189 the cam 172 displaces the roller 168 and causes the engagement of contacts 170. \Vhen not engaged by the cam 172, the roller 168 is positioned in the path of the cam and the contacts 170 are held apart by a spring 173 acting upon the lever 166.

A switch lever 174, of the same construction as switch lever 166, is ivotally mounted on a shaft 175 ositioned 1n the upper portion of the hatc hway. A roller 176 carried by switch lever 174 is positioned in the path of travel of cam 172 by spring 177 acting on lever 174. A movable contact carried by the lever 174 cooperates with a stationary contact. These contacts are designated 178. When the car is at its upper terminal landing 233 the cam 172 displaces roller 176 and c ayses the engagement of contacts 178.

Within the car 1 there is mounted a position indicator 42. As illustrated in Figures 2 to 7 inclusive, this position indicator comprises a casinfg 43 having an attached face plate 44. A rame 45 is secured within the casing 43 as by screws 46. An up indicator magnet 47, comprising a coil 48 and a core 50, is attached to the frame 45 by a screw 53 extending through the. frame and into the core 50. A down indicator magnet 51, comprising a coil 52 and a core 54, is also attached to the frame 45 by a screw 69 extending through the frame and into the core 54. A bridge piece 55 spans two

lugs

56 and 57 formed on the upperportion of the frame 45 and is secured to these lugs by screws 58.

One end of a bearing pin 60 extends through the bridge piece 55 and its other end is reduced in diameter and extends into the frame 451 A pendant lever 61 is pivotally mounted on the bearing pin 60 and extends downwardly between the

indicator magnets

47 and 51. A bushing 62 of diamagnetic material is positioned between the lever 61 and the bearing pin 60. Washers 63 of diamagnetic material surround the pin 60 at the sides of the lever 61.

The portion of the lever 61 that extends between the cores of the

indicator magnets

47 and 51 is enlarged and forms an armature for these magnets. From the

indicator magnets

47 and 51 the lever 61 extends downwardly between a centering block 39 and a leg 104 of a bracket 102. Centering block 39 is formed with a stud 49 that extends through the frame 45 and has its end peened over, thereby securing the block to the frame. Bracket 102 has two leg portions 100 and 104 and a connecting portlon 105.

The connecting portion 105 has two circular apertures 107 and 108 extending therethrough. Screws 110 threaded into the frame 45 and extending through apertures 107 and 108 serve to retain the bracket 102 in fixed position on the frame. A centering pin 130, having a head 131, extends loosely through an aperture 59 in the lever 61 and carries washers 132 engaging opposite sides of the centering block 39 and leg 104. A washer 134 is retained on the end of centering pin 130 by a cotter pin. A centerin spring 133 surrounds the centering pin an bears at one end against the washer 134 and at the other end against a washer 132. The force of spring 133'urges the two washers 132 toward each other and therefore this spring tends to cause lever 61 to remain in its central position between the centering block 39 and leg 104.

The lower portion of the lever 61 is bifurcated. The arms of this bifurcated ortion of the lever are designated 64 an 65. Arms 64 and 65 are provided with circular apertures 66 and 67 through which the reduced end portions of

pins

68 and 70 extend. The ends of these portions of the pins are peened over thus fixedly securing the pins to the arms of lever 61. A ratchet lever 71 is pivotally mounted on the pin 68 and has an operating arm 72, a stop arm 73 and a downwardly extending arm 74. A ratchet lever 75 is pivotally mounted on the pin 70. This ratchet lever is of'the same construction as lever 71 and has an operating arm 76, a stop arm 77 and a downwardly extending arm 78. arms of these ratchet levers are connected by a tension spring 80 tending to rotate the ratchet levers about their pivot pins. Rotation of these ratchet levers is prevented, however, by the stop arms 73 and 77 that engage stops 81 and 82 formed on the arms operating arms 72 and 76 are positioned bepin 89,

- by nut 103. Leg

tween the teeth of a star wheel 83. 'The star wheel 83 has ten teeth for cooperatlng .with the operating arms 72 and 76. The

star wheel is mounted on a shaft 84 and is riveted to the hub of a locking disk 85. A extending through the hub of the locking disk and through the shaft 84, serves to secure this disk and the star wheel to the shaft 84..

A lever 135 is pivotally mounted on a pin136 having a reduced portion 137 extending through an aperture in the frame 45. The end of this reduced portion of the pin 136 is peened over thereby securing the pin to the frame 45. The free end of lever 135 is bifurcated and carries a pin 138 upon which a roller 140 is mounted. Roller 140 rests between two successive teeth of the star wheel 83. A tension spring 141 has its lower end attached to a spring anchor 142 secured to the frame 45 and its upper end attached to the lever 135. The spring 141 acting through the lever 135 and roller 140 tends to retain the star wheel, the locking disk and the shaft 84 stationary. The periphery of the locking disk 85 is cylindrical in formand is formed with a single tooth recess 86 that is arranged to cooperate with the teeth of a pinion 87. A gear segment 88 is riveted to the locking disk 85 and has two teeth 90 and 91 that are separated by a tooth recess 92. Tooth recess 92 is positioned adjacent and has the same dimensions as tooth recess 86 and constitutes a continuation of tooth recess 86. The teeth of the gear segment 88 are arranged to mesh with the teethof a pinion 93. Pinion 93 has twelve identical and equally spaced teeth 94. Pinion 87 is integral with pinion 93 and has four equally spaced teeth 95 that are of the same dimensions as teeth 94. Teeth 95 are formed as contiriuations of four of the teeth on pinion 93. Pinions 93 and 87 .are rotatably mounted on a pin 97. The periphery of the locking disk 85 extends into one of four grooves 96 separating the teeth 95 and prevents pinion 87 from turning except when the tooth recess 86 in the locking disk is in engagement with one of the teeth 95 in which event the locking disk turns along with pinion 87. Pin 97 has a head 101 and a reduced portion 98 that extends through an aperture in the leg 100 of the bracket 102. This reduced portion of the pin is retained in this leg of bracket 102 100 has a bearing aperture 111 within which the hub 112 of a gear 113 is rotatably mounted. Leg 104 of bracket 102 has a bearing aperture 106 into which one end of the shaft 84 extends.

I Gear 113 has thirty teeth and meshes with pinion 93. Hub 112 of gear 113 is hollow and serves as a bearing for shaft 84. Shaft 84 extends through and beyond the hubof gear 113.

The hub 114 of 5 small dial 115 is Se cured as by a pin 116 to the portion of shaft 84 that extends beyond the gear 113, A knurled handle 117 having a transverse slot 118 is also mounted on this portion of the shaft 84.- The slot 118 is arranged to cooperate with a pin 120 extending throughand projecting from the sides of the shaft 84. The handle 117 is loose on the shaft.

84'and is held out of enga ement with the pm 120 by means of a at spring 121.

Spring 121 is secured by screws 122 to the face plate 44 and has a bifurcated end 123 fittmg into an annular groove 124 in the handle 117. The bifurcated end 123 bears against the face plate 44.

The hub 125 of a large dial 126 is retained by a set screw 1'27 upon the hub 112 of gear 113. A spider 129 having apertures 128 is riveted at its-central portion to the hub 125 and is secured at its periphery to the large dial 126 by rivets extending through the spider, spacing members 139 and the large dial. Numerals O to 9 appear on dial 115 while numerals 1 to 4 appear on dial 126. These numerals are cut through the dials in the manner of the numerals of stencils.

A lamp base 144 is secured to the frame 45 by screws 145. A lamp 146 is threaded into the base 144. VVith'the lamp 146 illuminated one numeral of each number dial may be observed through a horizontal window 147 provided in the face plate 44. A lamp bracket 148 is attached to the frame 45 by screws 150. Lamp bases 151 and 152 are secured to bracket 148 by screws 153.

Lamps

154 and 155 are threaded into the lamp bases 151 and 152. A partition 156

separates lamps

154 and 155, and has a supporting portion between the base 152 and bracket 148.

Lamps

154 and 155 when illuminated may be observed through

Windows

157 and 158 provided in the face plate 44. The lighting of lamp 154 indicates the up direction of motion of the elevator car, while the lighting of lamp 155 indicates the down direction of motion of the elevator car.

Referring to the Wiring diagram of Figure 8, no attempt is made to show the coils and contacts of the various electromagnetic switches in their associated positions, a straight diagram being employed wherein the coils and contacts of the various switches are separated in suchmanner as to render the circuits involved relatively simple. Also the parts of other switches and apparatus are separated in the interest of simplifying the diagram. For a clearer understanding of the invention, the stationary contacts of the switches are illustrated in cross section. It is to be understood that the simplified III control system illustrated is chosen merely for convenience of description.

The diagram shows a system comprising i an elevator motor 5 and a car switch designated as. a whole by the numeral 160 for controlling the operation of the motor. The motor 5 comprises the armature 161, series field winding 162, and the separately excited field winding 163-. Stopping resistance 164 is provided for the motor armature 161. The release coil for the elevator motor electromagnetic brake 7 (see Figure 1) is designated 165. A double pole knife switch 196 is used for connecting the system to the

supply mains

197 and 198. In order to suit the type of diagram employed, the blades of this switch are shown separated. The

safety switch in the car is designated 200. Discharge resistances for the elevator motor field windings, and for the electromagnetic ,brake, together with limit switches and thevarious door and gate contacts have been omitted to simplify the descri tion.

The electromagnetic switches have been designated as follows: A-potential switch. B-up direction switch. C-down direction switch. Llamp switch, Throughout the description which follows, these letters, in addition to the usual reference numerals, will be applied to the parts of the above enumerated switches. For example, contacts B 201 are contacts on the up direction switch, while actuating coil A 202 is the coil that operates the otential switch. The electromagnetic switc es are shown in their deenergized positions.

The lamp switch L comprises two operating coils and two stationary contacts arranged to be engaged by a movable contact. L 203 is the up direction coil of the lamp switch and L 204 is the down direction coil of this switch, while the stationar contacts of this switch are designated L 205 and L 206 and the movable contact L 207. As illustrated in Figure 9 the movable contact is carried by one arm of a switch lever 171 pivotally mounted on a pin 180. The other arm of this lever is provided with an armature 181. A tension spring 182 acting upon the lever 171 yieldingly maintains the movable contact in engagement with one or the other of the stationary contacts. Upon the closing of the knife switch 196 the potential switch actuating coil A 202 is energized and the lamp 146 of the position indicator is lighted.

The circuit for the potential switch actuating coil may be traced from the left hand blade of switch 196, line 183, by way of line 184 through safety switch 200' in the car, and by way of line 185 through coil A 202, by way of line 186 to the right-hand blade of switch 196. The potential switch,

upon operation, causes the engagement of contacts A 187 and A 188 pre aring the circuits for the motor and the e ectromagnetic brake release coil. The circuit for the lam 146 may be traced from the left-hand bla e of switch 196, line 183, by way of line 190 through lamp 146 to line 186, and by wa of line 186 to the right-hand blade of switch 196. The condition of the circuits so far described might be termed normal.

The operation of the system is as follows:

Assume that the car is at rest at its lower terminal landing 189 (see Figure 1). With the car in this position the cam 172 on the car causes contacts 170 to be engaged and the lamp switch up direction operating coil L 203 is energized, the circuit for such coil being from the left-hand blade of switch 196, line 183, by way of line 191 through contacts 170, by way of line 192 through coil L 203, and by way of line 186 to the ri ht-hand blade of switch 196. Contact L 20 therefore is in engagement with contact L 205 and lamp 154 indicating the up direction of motion of the car is lighted. The circuit for this lamp may be traced from the left-hand blade of switch 196, line 183, line 190, by way of line 193 through contacts 1L 207 and L 205, by way of line 194 through am to t e right-hand blade of switch 196.

Inasmuch as lamp 146 is lighted, one nu meral of each of the number dials 115 and 126 may be observed through window 147 of the position indicator. The combined reading of these dials is set by the handle 117 to indicate the floor at which the car is positioned. In setting the reading of these dials the handle is pushed inwardly against the pressure of the spring 121 and turned slightly if necessary so that slot 118 engages pin 120 on the shaft 84. By turning handle 117 shaft 84 is revolved, causing the star wheel 83, the locking disk 85 and the small dial 115 to turn likewise. This motion of the star wheel is not the roller 140 carried by lever 135 inasmuch as the yielding of the spring 141 permits this roller to ride over the teeth of the star wheel. Likewise this motion of the star wheel is not prevented by the ratchet levers 71 and 75. The teeth of the star wheel push these levers, together with lever 61, aside by overcoming the force of spring 133. The operating arms of the ratchet levers thereupon ride over the teeth of the star wheel. A com lete revolution of the handle 117 and t erefore of the small dial! causes each of the numerals on this dial to pass the window 147 once. Should the tooth recess 86 in the locking disk 85 be out of engagement with a tooth on the pinion 87 at the time" the handle 117 commences to turn, the periphery of the locking disk prevented by will extend into one of'the grooves 96' separating the teeth 95 of this pinion. Pinion 87 {is thereforeretained in a stationary position by the periphery during the turning of the locking disk until one of the teeth on the gear segment 88 engages a tooth on pinion 93. Jontinued movement of the locking disk causes pinion 93 and the integral pinion 87 to turn with the locking disk. Tooth recess 86 in the locking disk thereupon meshes with a tooth on the pinion 87. As this recess meshes with the tooth, the periphery of the locking disk enters the next succeeding groove 96 in the pinion 87 and after this pinion has rotated one-fourth of a revolution it comes to rest. The periphery of the locking disk retains inion 87 in this position of rest until the handle 117 and the locking disk have made another revolution and the tooth recess 86 again meshes with a tooth on the pinion 87. Thus, as shaft 84 is revolved with uniform motion, the motion of pinions 87 and 93 are intermittent and for every revolution of shaft 84 these pinions turn one-fourth of a revolution. As gear 113 is in mesh with pinion 93, this gear also has an intermittent motion. One-fourth of a revolution of pinion 93 causes one-tenth of a revolution of gear 113 as shown by the expression, AX%% As the large dial 126 is secured to the hub of gear 113, the motion of this dial is also intermittent and it makes one-tenth of a revolution for a complete revolution of the small dial 115. The dial 126 therefore indicates the tens and dial 115 indicates the units in determining the floor reading.

Inasmuch as the car is at its lower terminal landing it will be assumed that the position'indicator has been set so that the combined reading of the number dials is 1.

In order to start the car in the up direction the operator moves the car switch into the position where its contact segment 210

bridges contacts

211 and 212. Upon the contact segment engaging contact 212, a circuit is completed for the actuating coil B 213 of the up direction switch. This circuit may be traced from the left-hand blade of switch 196, by way of line 183 and line 184 through safety switch 200,

contacts

211 and 212 of the car switch, by way of line 214 through contacts C 215 and coil B 213, and by way of line 186 to the right-hand blade of switch 196. Upon operation of the up direction switch in response to the energization of its actuating coil B 213, contacts B 216 and B 217 separate and contacts B 201, B 218, B 220 and B 227 engage. The separation of contacts B 216 breaks the circuit leading from the car switch down feed contact 221, contacts B 216 and the corresponding down direction switch contacts C 215 servingas electrical interlocks. The separaof the locking disk tion of contacts B 217 and the engagement of contacts B 201 and B 218 com letes a circuit for the motor armature. his circuit may be traced from the left-hand blade of switch 196, by way of line 183 through contacts A 187, by way of line 222 through contacts B 201 and contacts 0 223, by way of line 224 through armature 161, back to line 183. through contacts B218 and series field winding 162, by way of line 186 through contacts A 188, to the right-hand blade of switch 196. The engagement of contacts B 227 prepares a circuit for the up indicator magnet coil 48. Starting resistance and the accelerating switch for the motor armature have been omitted to simplify the description. The engagement of contacts B 201 also completes a circuit for the brake release coil 165. This circuit may be traced from the left-hand blade of switch 196, by way of line 183 through contacts A 187, by way of line 222 through contacts B 201, by way of line 208 through a portion of the stopping resistance 164, by way of line 225 through brake release coil 165, by way of line 186 through contacts A 188, to the righthand blade of switch 196. The engagement of contacts B 220 completes a circuit for the separately excited field winding 163. This circuit may be traced from the lefthand blade of switch 196, by way of line 183 through contacts A 187 by way of line 222 through contacts B 201, by way of line 208 through a portion of the resistance 164, by way of line 225 through contacts B 220, by way of line 226 through winding 163 and by way of line 186' through contacts A 188 to the right-hand blade of switch 196.

The brake release coil 165 being energized and current being supplied to the elevator motor armature and field windings, the elevator motor starts, causing the car to ascend. As the car leaves'the landing 189 the cam 172 disengages roller 168 and contacts 170 separate, deenergizing the up direction operating coil L 203 of the lamp switch. Movable contact L207 of the lamp switch remains in engagement with stationary contact L 205, however, owing to the biasing action of the spring 182 of this switch. Lamp 154 indicating the up direction of motion of the car, therefore, remains lighted. The upward movement of the car causes the portion of the tape 13 that is under the car to move upwardly with the car. This upward movement of this portion of the tape causes the portion wrapped around sheave 20 to unwind from this sheave, the tape passing down from the sheave 20 and around the tensioning sheave 15. The unwinding of tape 13 from sheave 20 causes the rotation of shaft 21 carrying sheave 11 and sprocket wheel 23. Tape 8 thus winds upon sheave 11 while s rocket wheel 23 acting through sprocket c ain 24 and sprocket 25 causes the 0 rating shaft 27 of the indicator control er to rotate. The rotation of shaft 27 is transmitted through

bevel gears

28 and 30 to the vertical screw shaft 31. Rotation of the vertical screw shaft 31 causes crosshead 34 to move upwardly along this shaft within the frame 33. The movement of the car in the hatchway is thus transmitted to the crosshead 34 so that the movement'of this crosshead along the frame 33 is in the same direction and is proportional to the movement of the car in the hatchway. While the car was at the lower terminal landing 189 the crosshead 34 was positioned on the shaft 31 so that the

brushes

35 and 36 were on opposite sides of and preferably at equal distances from the stationary contact 37 carried by the frame 33. After the car has moved upwardly a certain distance, depending upon the spacing of the

brushes

35 and 36, the brush 36 engages contact 37. N o circuit is completed by thls engagement, however, inasmuch as the down direction switch actuating coil ,is not energized and contacts C 228 of this switch are open and in the circuit of brush 36. Further movement of the car causes brush 35 to engage contacts 38, whereupon a circuit is established for the up direction (gmrating coil L 203 of the lamp switch and or the up indicator magnet coil 48. This circuit may be traced from the left-handblade of switch 196, line 183, by way of line 230 through contact 38 and brush 35, by way of line 192 through contacts B 227, through coil 48 and coil L 203 to line 186 and by we of line 186 to the right-hand blade of switc 196. ,The ener ization of the up direction operating coil 203, while the car. was at the lower terminal landing, caused movable contact L 207 to engage stationary con- "tact L 205 completing a circuit for lamp 154 indicating the up direction of motion of the car; Since spring 182 of the lamp switch maintained this engagement after 203 was deenergized by the separation of contacts 170,, the present energization l of coil L 203 causes no movement of the movable contact and lamp 154 remains lighted. The energization of the up indicator magnet coil 48 establishes a field of flux passing through the core 50 of the up indicator magnet 47, through the frame 45, through the lever 61 and across the air ga separating this lever from the core 50, bacfi to core 50. The diamagnetic bushing 62 and washers'63 are used to reduce friction. Lever 61, acting under the influence of this field of flux, swings against the pressure of centering spring 133 to close the air gap between this lever and the core 50. The movement of lever 61 causes ratchet lever operating arm 76 toturn the star wheel a fraction of a revolution by pushing against a tooth of the star wheel. movement of the star wheel, the roller 140 rides from one tooth space over a tooth and comes to rest in the next tooth space of the star wheel. Since the star wheel has ten teeth, this wheel and therefore the locking disk 85 and shaft 84 turn one-tenth of a revolution. The small dial 115 secured to shaft 84 also turns one-tenth of a revolution, causlng the reading of the position indicator to be 2. The large dial 126, as indicated above, is stationa at this time since the tooth recess 86 anygear segment 88 do not engage pinions 87 and 93. This dial remains stationary until the small dial commences to turn the last one-tenth of a complete revolution whereupon the large dial turns one-tenth of a revolution.

As the car approaches the second landing 232, brush 35 isengages contact 38 causing the up direction operating coil L 203 and the up indicator magnet coil 48 to be deenerglzed. The deenergization of coil L 203 does not affect the movable contact L 207, This contact continues to engage contact contact L 205 and the up direction lamp 154 remains lighted. Upon the deenergization of the up indicator magnet coil 48, the centering spring 133 causes lever 61 to move to its central position between the

indicator magnets

47 and 51. Ratchet levers 71 and move with lever 61, the operating arm 76 riding over the teeth of the star wheel 83 without turning this wheel. When the car is at landing 232 brushes 35 and 36 are on opposite sides of and preferably at equal distances from the stationary contact 38.

As the car moves upwardly from the second landing 232 the brush 35 engages contact 40 and the up indicator magnet coil 48 is again energized causing the indicator reading to change to 3. As the

successive contacts

41, 234, 235, 236, 237 and 238 are engaged by brush 35 during the ascent of the car from landing to landing the reading of the indicator changes to 4, 5, 6, 7, 8 and 9 res ectively.

n the moving upwardly from the ninth landing, brush 35 engages contact 240 and the up indicator magnet coil 48 is again energized to cause the star wheel and the small dial to turn one-tenth of a revolution. As the star wheel commences to turn, one of the teeth of gear segment 88 engages a tooth on pinion 93. Continued movement of the star wheel causes pinion 93 and the integral pinion 87 to turn also. Tooth recess 86 in the locking disk meshes with a tooth on the pinion 87 and this pinion is turned one-fourth of a revolution causing the large dial 126 to turn one-tenth of a revolution, so that the reading of the indicator changes to 10.

As the car approaches the tenth and upper terminal landing 233 the operator cen-- During this ters the car switch in order to stop. The disengagement of contact 212 and contact se ent210 breaks the circuit for the actuatlng coil B 213 thus permitting the direc- 6 tion switch vto drop out to break the circuit for the motor armature and field windings and to cause the a plication of the brake 7 to stop the car. he dropping out, of the direction switch also opens contact B 227 a 186 to the right-hand blade of switch 196.

The energization of coil L 204 causes movable contact L 207 of the lamp switch to disengage contact L 205 and to engage stationary contact L 206 completing a circuit for lamp 155 indicating the down direction of motion of the car. The circuit for this lamp may be traced from the left-hand blade of switch 196, line 183, line 190, by way of line 193 through contacts L 207 and L 206, by way of line 242 through lamp 155 to line 186 and through line 186 to the righthand blade of switch 196. -When the car is at landing 233 brushes 35 and 36 are on opposite sides of and at equal distances from the stationary contact 240.

To operate the car in the down direction the operator positions the car switch so that its contact segment 210

bridges contacts

243 and 221. The actuating coil C 244 of the down direction switch being energized, contacts C 215 and C 223 are separated and contacts C 246, C 247, C 248 and C 228 are engaged. Current now flows through the motor armature in a direction reversed to that described above and the car descends.

As the car leaves the landing 233 the cam 172 disengages roller 176 and contacts 178 separate, deenergizing the down direction operating coil L 204 of the lamp switch. Movable contact L 207 of the lamp switch remains in engagement with stationary contact L 206, however, owing to the biasing action of spring 182. Lamp 155 indicating the down direction of motion of the car therefore remains lighted. In descending the car causes tape 8 to unwind from sheave 11 while tape 13 winds upon sheave 20. This reverses the direction of rotation of the operating shaft of the indicator controller and causes the 'crosshead 34 to move downwardly along the frame 33. As the car moves downwardly from landing 233 the' brush 35 carried by the crosshead 34 engages contact 240. No circuit is completseparation o agement owing to the prior contacts B 227. Further movement of thecar causes-brush 36 to'engage contact 238 whereupon a circuit is established for the down direction operating coil L 204 of the lamp 'switch and for the down indicator ma net coil 52. This circuit may be traced rom the left-hand blade of switch 196, line 183, by way of line 245 through contact 238 and brush 36, by way of line 241 throu h contacts C 228, through coil 52 and coil L 204 to line 192, by way of line 192 to line'186 and by way of line 186 to the right-hand blade of switch 196. The energization of coil L 204 does not alter the engagement of contacts L 207 and L 206. The energization of the down indicator magnet coil 52 causes lever 61to swing, against the pressure of centered by this en ing spring 133, toward the down indicator magnet 51. This movement ofi lever 61 causes operating arm 72 of ratchet lever 71 to pushagainst a tooth of the star wheel 83 and turn this wheel one-tenth of a revolution in the reverse direction to that described above in connection with an upwardly moving car. The small dial is also turned one-tenth of a revolution in this reverse direction. The teeth of the gear segment 88 and the tooth recess 86 in the looking disk engage pinions 93 and 87 and, turning these pinions in the opposite direction to that described above, cause the large dial to turn along with the small dial. The reading of the position indicator is now 9. As the descending car approaches each successive landing the engagement of brush 36 with the

successive contacts

237, 236, 235, 234, 41, 40, 38 and 37 causes the reading of the position indicator to change so as to indicate the number of the landing approached. Should the car stop at any intermediate landing the reading of the position indicator will designate the landing at which the car is positioned.

As the car comes to rest at the lower terminal landing 189, the cam 172 carried by the car causes the reengagement of contacts 170 thus effecting the lighting of up direction lamp as before and the system is now ready for another operation.

A position indicator 42 or a number of such indicators may be placed at another or other points outside of the car. For example, one of these indicators may be placed at the dispatchers panel 249 as illustrated in Figure 1. Likewise they may be placed at each landing so that passengers may know the position and direction of travel of the elevator car or cars. In the eventthat more than one indicator is used per elevator car it is understood that the electric circuits for the indicator magnet coils'and for the direotion indicating lamps may readily be arranged for simultaneous operation. The

up direction and down the omitted from the position indicator, if

desired.

The position indicator as illustrated may be used to indicate any number of landings up to 49. By constructing the large dial so as to have numerals from 1 to 9 the indicator maybe used for any number of landings up to 99. If the indicator 1s desired to be used in connection with a greater number of landings thanthis, a third dial indicating hundreds may be'connected with the lar e dial in the same manner that the large ml is connected with the sniall dial. The lar dial in this event may have numerals rom 0 to 9. When the indicator is constructed to indicate a larger number of landings than ninety-nine the casing and other parts are altered to accommodate the enlarged structure.

It is to be noted that upon a reversal of the direction of motion. of the car at any point in the hatchway the direction indicator does "not necessarily operate immediately to indicate the change of direction,-

its operation being dependent upon the position of the car in the hatchway relative to the landings. As described herein, the direction indicator switch operates after the direction switch causing the new direction of motion has been closed and when the indicator controller brush corresponding to the new direction of motion engages a stationary contact of the indicator controller. This will cause the lighting of the other direction indicating lamp. By arranging the indicator controller brushes so that, when the car is at a landing, these brushes are positioned on opposite sides of the stationarycontroller contact corresponding to that landing and at a suitable distance from such contact, inching of the car in either direction at the landing in bringing it to a stop thereat may be done without caus ng any change in the indication of the directlon indicator.

It is also to be noted that upon a reversal of the direction of motion of the car at any landing the position indicator correctly registers the osition of the car as it moves in the new direction. This is due to the arrangement referred to above in connection with the direction indicator and in which the indicator controller cooperates with the direction switches. Further the car may be inched at a landing without causing any change in the indication of the position indicator. a

Preferably each indicator controller brush is arranged so as to be positioned midway between two adjacent stationary controller contacts when the car is at a landing. \Vith this arrangement the car may be reversed at any point in the hatchway and a corresponding reversal in the sequence of landing 'directionlamps may readings of the or shown in the shall be interpreted as illustrative and not the position of the without the possi ility of error appearing in subsequent readings. Also this arrangement provides the most extensive zone at veach landing in which the car may be moved without causing an operation of the position indicator. 1

It is to. be understood that the switch osition indicator effected lever 166 and its associated apparatus and the switch lever 174 and its associated apparatus may be arranged on the indicator controller for actuation as by a cam carried by the cro'sshead 34.

As many changes could be made in the above construction and many a pa-rently widely different embodiments of this invention could be made without departin from the scope thereof,-it is intended t at all matter contained in the above description accompanying drawings in a limiting sense.

What is claimed is:

1. In an elevator system, car movable in said hatchwa for indicating the direction of motion of the car, means for determining the direction of travel of the car, means controlled by said a hatchway, a

direction determining means for causing said indicator to indicate the direction of car travel between terminal floors, and means operable in response to the arrival of the car at the terminal floors for causing said indicator to indicate a direction of car travel opposite to that in which the car approached such floors. v

2. In an elevator system, a hatchway, a car movable in said hatchway, an indicator comprising means for indicating the position of the car in the hatchway and means for indicating the direction of motion of the car, mechanism actuated in accordance with car movement for causing the operation of the position indicating means to indicate car in the hatchway, means for determining the direction of travel of the car, means controlled by said direction determining means and said mechanism actuated in accordance with car movement for causing said direction indicating means to indicate the direction of car an indicator travel between terminal doors, and means contacts; a magnet energizable to operate said indicating means to signal up car travel, the energization of said ma net being controlled by the engagement 0 the first mentioned movable contact with said stationary contacts during up car travel; a magnet energizable to operate said indicating means to signal down cartravel, the energization of said magnet bein controlled by the engagement of t e secon mentioned movable contact with said stationary contacts during down car travel; and means responsive to car movement for moving sald contacts into engagement with said statlonary contacts on movement of said car from landing to landing and for positioning both.

said movable contacts out of engagement with the stationary contact for any landing when said car is within a predetermined zone at said landing thereby permitting movement of said car in either direction within said zone without effecting energization of said magnets and operation of said indicating means.

4. In an elevator system; a hatchway; an elevator car movable "therein; a plurality of landings served by said car; indicating means carried by said car; a magnet energizable for operating said indicating means in accordance with up car travel; a magnet energizable for operating said indicating means in accordance with down car travel; a plurality of stationary contacts, one for each landing; a movable contact corresponding to up car travel for engaging said stationary contacts to energize said first magnet; a movable contact corresponding to down car travel for engaging said stationary contacts to energize said second magnet; means for preventing energization of said second magnet on up car travel; means for preventing energization of said first magnet on down car travel; and means for moving said movable contacts into engagement with said stationary contacts on movement of said car from landing to landing, said first movable contact engaging said stationary contacts in advance of the engagement of said second movable contact on up travel of said car and after said second movable contact on down travel of the car, and for positioning said movable contacts at opposite sides of and out of engagement with the stationary contact for any landing when the car is positioned within a predetermined zone at said landing, thereby enabling movement of said car in either direction within said zone without effecting operation. of said indicating means.

5. In an elevator system; a hatchway; an elevator car therein; a plurality of landings served by said car; a motor for moving said car upwardly or downwardly in said hatchway; control means for said motor, said control means being operable to determine the direction of movement of said car by said motor; means for indicating the direction of travel of said car; a magnet for operating said indicating means to signal up car travel; a circuit for said magnet; a switch in said circuit, said switch belng responsive to operation of said motor control means for causing up car travel to condition said circuit for enabling energization of said magnet; a magnet for operating said indicating means to signal down car travel; a circuit for said second magnet; a switch in the circuit for said second magnet, said switch bein operable in response to operation of sai motor control means for causing down car travel 1 to prepare said second circuit for enabling energization of said second magnet; a lurality of stationary contacts, one for eac of said landings; a movable contact corresponding to up car travel, said movable contact being in the circuit for said first magnet and adapted to engage said stationary contacts to efiect energization of said first magnet for operating said indicating means to signal up travel of said car; a movable contact corresponding to down car travel, said movable contact being in the circuit for said second magnet and adapted to engage said stationary contacts for eifecting energization of said second magnet to operate said indicating means to signal down car travel; and means responsive to the movement of said car for movin said movable contacts into engagement wlth said stationary contacts in accordance with the movement of said car between landings and for positioning said movable contacts out of engagement with the stationary contact corresponding to any landing when the car is within a predetermined zone at said landing therebyrendering the o eration of said switches upon reversals 0 direction of movement of said car within said zone inefiective to cause the operation of said indicating means to signal such reversals of movement of said car.

6. In an elevator system; a hatchway; an elevator car therein; a plurality of landings served by said car; a motor for moving said car upwardly or downwardly in said hatchway; control means for said motor, said control means being operable to determine the direction of movement of said car by said motor; means for indicating the position of said car in said hatchway; a mag net for operating said indicating means in accordance with up car travel; a circuit for said magnet; a switch in said circuit, said switch being responsive to operation of said control means to cause up travel of said car for enabling energization of said magnet; a magnet for operating said indicating means in accordance with down car travel; a circuit for said second magnet; a switch in said circuit, said switch being responsive 1 O 1,aa1,aoo

to operation of-said control means to cause down travel of said car for enabling encrgization of said second magnet; a plurality of stationary contacts, one for each of said If landings; a movable contact corresponding to 11 car travel, said movable contact being in t 1e circuit for said first magnet and adapted to engage said stationary contacts to cause the energization of said first magnet to operate said indicating means as said car approaches said landings when travelling upwardly; a movable contact corresponding to down car travel, said second movable contact being in the circuit for said second mag- 15 net and adapted to engage said stationary contacts to cause the energization of said second magnet for operating said indicating means as said car approaches said landings when travelling downwardly; and means, go responsive to car travel, for moving said movable contacts into engagement with said stationary contacts in accordance with the movement of said car from landing tolanding and for positioning said movable con- 15 tacts at opposite sides of and out of engagement with the stationary contact cor-' responding to any landing when said car is within a predetermined zone at said landing whereby operation of said switches upon 3 movement of said car in either direction within said zone is ineffective to cause energization of said magnets and the operation of said indicating means.

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

EDWARD L. DUNN.