US1966233A - Elevator system - Google Patents

Elevator system Download PDF

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Publication number
US1966233A
US1966233A US632530A US63253032A US1966233A US 1966233 A US1966233 A US 1966233A US 632530 A US632530 A US 632530A US 63253032 A US63253032 A US 63253032A US 1966233 A US1966233 A US 1966233A
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Prior art keywords
car
door
contact members
relay
gate
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US632530A
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Charles F Carney
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Westinghouse Electric Elevator Co
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Westinghouse Electric Elevator Co
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Priority to US632530A priority Critical patent/US1966233A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/02—Door or gate operation
    • B66B13/14—Control systems or devices
    • B66B13/143—Control systems or devices electrical

Definitions

  • the cars are connected for operation by either a push-button system or a car-switch system, and a transfer switch or other means is disposed in the car for connecting the car to either the push-button system or to the car switch system.
  • the pushbutton system is designed for use by passengers so that the cars may be operated by them when trailic is light without the use of car attendants.
  • the car-switch system is provided in order that the cars may be operated by car attendants when traiiic is heavy. Obviously, when the cars yare operated by trained car attendants, the automatic power-actuated doors and gates may be operated much more rapidly with safety than when the passengers are operating the cars without car attendants.
  • one of the objects of my invention is to provide a means that will automatically cause the car gates to move slowly when the cars are being operated by the passengers, and to move rapidly when the cars are being operated by the car attendants.
  • a device is usually provided for delaying the reclosure of the doors for a predetermined period after. they are opened, regardlessof whether or not a button has been pushed to move a car to another oor. Hence, if a passenger steps on the car and pushes a button to go to another floor, he must wait until the delayed time period expires before the door and gate start to close.
  • the passengers using the push-button system desire to hold the poweractuated doors open for a greater period than provided bythe delaying device.- Therefore, I have provided a means by which a passenger may cause the door and gate to remain open as long as he desires, and also by means of which he may cause them to stop and reopen after they have started to close.
  • Figure 1 is a view in elevation of the interior of an elevator hatchway, illustrating the hatch- Way doors and also illustrating in section an elevator car disposed in the hatchway;
  • Fig. 2 illustrates the car switch included in Fig. 1;
  • Fig. 3 illustrates the arrangement of the conv tact members on a transfer relay embodied in 55 the system
  • Fig. 4 is a straight-line diagram of an elevator system embodying my invention.
  • Fig. 5 is an explanatory illustration of the relays in Fig. 4.
  • the illustration in Fig. 5 shows 70 the relays with their coils and contact members disposed on horizontal lines corresponding to their positions in the straight-line circuit of Fig.
  • Aanelevator car C as suitably suspended in a hatchway 10 by a cable Ca which Apasses over a hoisting drum D and a sheave 11 to a suitable counterweight CW.
  • the hoisting y drum D is directly coupled to and operated by the armature MA of an elevator driving motor M.
  • a brake 12 is provided for preventing rotation of the hoisting drum D when the hoisting motor is not in operation.
  • the brake l2 is controlled by an electromagnetic coil BM, which when energized, releases the brake.
  • the car C is provided with a pair of sliding door panels ⁇ 14 and 15 that constitute a door or gate which may be opened when the passengers desire to enter or leave the car.
  • an operating lever 16 pivotally mounted by means of a bolt 17 upon a supporting base 18, carried on top of the car.
  • the lower end of the operating lever 16 extends downwardly beside the gate, having its lower 100 end connected with the high speed panel 14 by a link 19, and its middle portion connected to the slow speed panel 15 by a link 20.
  • the position of the links is such that movement of the lever 16 to open or close the gate will cause the panels 105 14 and l5 to slide to their open or closed positionsv simultaneously.
  • a motor 22 is mounted upon the supporting base 18 and connected through a worm gear connection 23 to the upper end of the gate operat- 110 ing lever 16 in order that the car gate may be opened by operating the motor in one direction and closed by operating the motor in the opposite direction.
  • a hatchway door 25 comprising a pair of sliding panels 26 and 27 is provided for the entrance to the corridor at each floor landing.
  • Each of the hatchway doors 25 is provided with its own individual motor operated unit comprising a plurality of toggle levers 28, 29 and 30 and a motor 31.
  • a controller CC operated by a control motor 34 is disposed at a suitable point, for instance, in the penthouse, for controlling the operation of the car gate motor and the hatchway door motors.
  • the coil structure IR of an inductor relay is carried by the car in such position that it may successively cooperate with a plurality of armature members 32, disposed along the hatchway, one at each door. for selectively preparing circuits fcr the hatchway door motors.
  • the straight line diagram illustrates a control system for the elevator car C.
  • the hoisting motor M is shown as of the Variable voltage type wherein the armature MA of the motor is connected in loop circuit with the armature G' of a generator G.
  • the motor is provided with a eld winding MF and the generator is provided with a separately excited field Winding GF.
  • the variable voltage system for elevator operation is well-known in the art, and, therefore, no further description of it is here given.
  • the direction and speed of operation of the motor M is suitably controlled by controlling the direction and value of the excitation current supplied to the separately excited field .winding GF of the generator G.
  • the direction of the excitation current for the field winding GF may be suitably controlled by means of an up direction relay l and a down direction relay 2, while the value of the current supplied to the eld winding GF may be controlled by means of a suitable resistor R1.
  • the operation of the up direction and the down direction relays 1 and 2 and the resistor R1 may be controlled by a passenger operated control system, usually called a push-button system or by a car attendant system usually called a car switch system.
  • a passenger operated control system usually called a push-button system or by a car attendant system usually called a car switch system.
  • the push-button system is usually employed when trafc is light so the car may be operated by the passengers without a car attendant.
  • the car switch system is usually employed when traine is heavy and the car should be operated by a trained car attendant.
  • a transfer switch TS is provided for controlling a relay 56 to connect the car control sy'stem for operation through the push-button system when desired or through the car switch system when desired.
  • the switch TS may be disposed in a suitable position in the elevator car where it may be readily opened or closed. When switch TS is open, the car is ready for operation by the passengers through the push-button system. When switch TS is closed, the car is ready for operation under the car switch system.
  • a door operating relay 45 is provided for controlling the operation of the car gate and the hatchway doors.
  • the contact members of the relay 45 control the operation of the closing relay CR and the opening relay OR in the lower portion of the diagram for effecting the opening and closing of the car gate and the corresponding hatchway door.
  • a current-limiting resistor R2, for the relay 45, is shown as connected in series therewith.
  • An impulse or tirne-delay relay 36 and an associated relay 37 are shown for controlling the dooroperating relay 45 when the passengers are operating the car by the push-button system.
  • the relay 36 is provided with a low resistance shunt 33 which is designed to delay the deenergization of the relay for a predetermined period after its circuit has been opened to delay the closing of the doors after a call has been registered under the push button system.
  • a suitable warning device such as a buzzer 38A is disposed in the car and connected for operation to warn passengers when the doors are to close. This buzzer operates only when the car is being operated under the push button system.
  • the diagram also includes a special control system 35 for the armature and eld windings of the car gate motor 22, the hatchway door motors'31 and the control motor 34.
  • the control field motor winding 34E, the car door motor field winding 22E and the hatchway door motor field winding 31E are connected in parallel
  • the control motor armature 34A, the car door motor armature 22A and the hatch door motor armature 31A are connected in parallel, but in series with the field windings, whereby the three motors tend to operate at the same speed.
  • a more complete description of their operation is included in the application Serial No. 535,477, hereinbefore mentioned.
  • Suitable resistances R3, R4, R5, R6, R7, R8, R9, R10, R11 and R12 are provided for controlling the operation of the gate and door operating motors.
  • a door protective relay 41 is connected in series with the car gate and hatchway door interlocks for preventing operation of the car unless the car gate and the hatchway doors are closed.
  • the energization o f the transfer coil 56 opens its contact members 56a, 56h, 56e, 56d, 56e and 56g, and closes its contact members 56g, 56h, 56i, 567, 56k, 56m, 561i, and 56p. y
  • the opening of the contact members 56a and the closing of the contact members 56h on the transfer relay disconnects the accelerating and decelerating relay GR from the push button system and connects it to the car switch system.
  • the closing of the contact members 56k prepares the door operator relay 45 for operation by the car switch CS.
  • the opening of the contact members 56g prevents automatic operation of relay 45 through relay 3'7.
  • the opening of the contact members 56d disconnects the door impulse relay 36 from the push-button system so that it will not affect the operation of the door operating relay 45 while the car is being operated under the car switch system.
  • the opening of the contact members 56e and the closing of the contact members 56g, 56m., 561i, and 56p so rearrange the connections for the door control motor 34, the car gate motor 22 and hatchway door motor 31 that the gate and door will operate at high speed while the attendant is operating the car.
  • the energization of the door operating relay 45 closes its contact members 45a, and opens its contact members 45h to energize the door closing relay CR through the contact members CC1 of the controller CC (which are closed when door is open) and thereby effect the closing of the car door and the hatchway door at the landing where the car is standing.
  • the energization of the closing relay CR closes the contact members CRa and CRb in the door system to energize the door motors 34, 22 and 31 to close the doors, by a circuit extending from the supply conductor L1 through a choke coil 50, resistor RX, conductor 51, contact members 56g, in parallel through the eld windings of the motors 341, 22f and 311, contactV members CRa, and thence in parallel through the armatures 34a, 22a and 31a and contact members CRb to the supply conductor L2.
  • the circuit through the armature 22a includes the resistor R4 and approximately one-half of the resistor R12.
  • the circuit passing through the armature 31a includes approximately onehalf of the resistor R12 and the resistor R11 because the contact members 56e are open, and the contact members 56p are closed.
  • the tap into the resistor R12 through the Contact members 56e is provided to balance the current through the armature 22A and 31A until they run at approximately the same speed.
  • the controller CC to close CC3 to insert the checking resistor R5 in parallel with the armatures 34a, 22a and 31a.
  • the checking resistor R7 is included in parallel with the resistor R5 by the closing of the contact members CC4 to add the desired checking effect to the gate and door motors. It will be recalled that the contact members 56m are closed, because the car is operating under the car switch system.
  • the controller CC turns to such a point that its contact members CC1 in the circuit of the closing relay CR are opened, to deenergize that relay and thereby effect the stopping of the control motor 34, the gate motor 22 and the door motor 31.
  • the door protective relay 41 is energized, thereby closing its contact members 41a. and 41b.
  • Thel closing of the contact members 41a prepares the circuit of the up and down direction switches 1 and 2 for operation and the closing of the contactmembers 41b closes one gap in the ⁇ circuit for the door operating relay 45 to keep the doors closed while the caris operating.
  • the car switch contact members CS2 close, thereby completing -a circuit for energizing the down direction switch 2 extending from supply conductor L1 through conductor 54, the contact members 41a, brake switch coil 6, down direction switch coil 2, the contact members 56j, and the contact members CS2 to supply con- 110 ductor L2.
  • the energization of the brake switch coil 6 closes its contact members 6b in the circuit of the door operator relay 45, and thereby completes a circuit for maintaining the door operator relay 45 in an energized condition to keep the doors closed while the car is running.
  • the energization of the brake coil 6 also closes its contact members 6a, thereby energizing the brake magnet BM to release the brake 12, to permit lthe operation of the car.
  • This circuit extends from supply conductor L1, through con; ductor 62, contact members 6a and brake magnet coil BM to supply conductor L2.
  • the energization of the down direction switch A coil 2 closes its contact members 2a and 2b leading to the generator field winding GF, thereby completing a circuit for energizing the field winding to cause the car to start downwardly.
  • This circuit extends from supply conductor L1 through conductor 5'7, the contact members 2a, the generator field winding GF, contact members 2b, and resistance R1 to the supply conductor L2.
  • the resistance R1 prevents the car from accelerating too rapidly.
  • the contact members CSd are closed to energize the accelerating relay GR through a circuit extending from supply conductor L1 through conductor 54, contact members 41a, conductor 58, the coil GR, the contact members 56h and the contact ymembers CSd to supply conductor L2.
  • the energization of the coil GR closes its contact 145 members GRa, thereby short-circuiting the resistor Rl from the generator eld GF to increase the speed of the car.
  • the energization of the coil GR opens its normally closed contact members GRb for energizthe brake switch coil 6 and 105 ing the inductor relay and thereby prevents the inductor relay IR from operating at any of the door landings until the car is decelerated to a stop at a landing.
  • the car attendant continues the movement of the car switch in the counter-clockwise direction until he opens the contact 1members CS2 to deenergize the down direction switch coil 2 and the brake switch coil 6 and thereby stop the car.
  • the deenergization of the down direction switch coil 2 opens its contact members 2a and 2b, thereby deenergizing the generator field winding GF and stopping the car.
  • the deenergization of the brake switch coil 6 opens its contact members 6a and thereby deenergizes the brake magnet BM to apply the brake l2 for preventing further movement of the car.
  • the openingT of the car gate and the hatchway door is effected as follows: In decelerating the car, the deenergization of the relay GR also closed its contact members GRZ) and thereby energized the inductor relay IR on top of the car by a circuit extending from the supply conductor Ll through conductor 60, contact members GRI), and the coil IR to the supply conductor L2.
  • the energized inductor relay came opposite the armature 32 at the rst iioor landing and oper-l ated it to close its contact members IRa and IRb for the purpose of preparing a circuit for the hatchway door motor 31M.
  • the car attendant continues the movement of the car switch CS to its center position to open the gate and the door. This movement opens the car switch contact members CSa thereby deenergizing the door operator relay 45 to open its contact members 45a and close its contact members 45h.
  • the closing of the contact members 45o energizes the gate and door openingrelay coil OR through a circuit extending from supply conductor Ll through conductor 63, the contact members 45h, the coil OR and the contact members CC2 to supply conductor L2.
  • the contact members CC2 are closed when the door is closed.
  • the energization of the opening relay OR closes its contact members ORa and ORb to energize the car gate motor 22, the hatch door motor 31M at the rst oor and their control motor 34, by a circuit extending from supply conductor Ll through choke coil 50, resistor RX, conductor 51, contact members 56g, thence in parallel through the eld windings 34j, 22]c and Blf, thence through Contact members ORa, then in parallel through the armatures 34a, 22a and 31a, and then through the contact members ORb to supply conductor L2.
  • the energization of the door motors and the control motor causes the car gate and the hatchway door at the rst floor to start to open.
  • the checking resistor R8 is placed in parallel with the armatures 34a, 22a and 31a by the closing'of the contact members CC5 on the controller CC, operated by the control motor 34.
  • the checking resistor R10 is placed in parallel with the checking resistor R8 for further controlling the operation of the door motors by the closing of the contact members CCS on the controller CC to give the desired checking effect in the opening operation.
  • the controller CC operated by the control motor 34, reaches such a position that it opens its contact members CC2, thereby deenergizing the door opening relay coil OR and bringing the doors to a stop.
  • the deenergization of the transfer relay 56 closes its contact members 56a, 56h, 56o, 56d, 56e and 56g and opens its contact members 56g, 56h, 562, 56j, 56k, 56m, 5611 and 56p.
  • the opening of the contact members 561' and 567 disconnects the ⁇ up and down direction switch coils l and 2 from the car switch system and the closing of the contact members 56h and 56o connects them to the push-button system.
  • the closing of the contact members 56a and the opening of the contact members 56h disconnects the accelerating relay GR from the car switch system and connects it to the push-button system.
  • the opening of the contact members 56k opens the circuit for the door operating relay 45 in such manner that it cannot be closed by the car switch.
  • the closing of the contact members 56d connects the time delay relay coil 36 to the push-button system in such a manner that it will, by its contact members 36a, control the associated relay 37 and through it the operation of the door relay 45.
  • the door and gate operating system is so arranged that the opening of the contact members 56g, 56m, 561i and 56p and the closing of the contact members 56e, will include the resistors R3, R6 and R9 in the door motor circuits in such manner as to slow down the operation of the doors to a safe speed while the car isbeing operated by the passengers through the pushbutton system.
  • the resistor R3 decreases the voltage applied to door motors and decreases the door operating speed.
  • the resistors R6 and R9 increase the checking resistances to smooth out the slow-down to coincide with lower running speed.
  • the contact member 56e shifts the balancing resistance between motor armatures 22A and 31A to suit the new electrical conditions imposed so motors will control the door and the gate in synchronism.
  • the door and gate When the car stops at a landing while under operation by a push button system, the door and gate open and stay open until a new call is registered on the push button system to move the car to another landing.
  • the door and gate close automatically, but their closing operation is delayed for a predetermined time after registration of a call by the act-ion of the time delay relay 36.
  • This relayA is so connected to the push button system that the relay is energized whenever the car stands at a landing until a call is registered.
  • the registration of a call deenergizes the relay 36 but the low resistance shunt 33 around the relay coil controls the rate of decay of magnetic flux in the relay frame structure and thereby delays its operation to delay, in turn, the closing of the door and gate for a predetermined time.
  • the relay 36 opens, thereby opening -its contact members 36a to stop the buzzer 38 and closing its contact members 36h to energize the associated relay 37 by a circuit extending from supply conductor L1 through conductor '15, contact members 36h, the coil 3'1 and contact members 56g to the supply conductor L2.
  • the energization of relay 3'1 closes its contact members 37a and thereby completes a circuit for energizing the door operator relay 45 to close the door and gate.
  • This circuit extends from supply conductor L1 through conductor 43, the coil45, resistor R2, conductors 44 and 66, and the contact members 37a to ⁇ supply conductorv L2.
  • the energization of the door operator relay 45 energizes the door closing relay CR, which in turn closes its contact members CRa and CRb to complete the circuit for motor, the car gate motor and the control motor, as hereinbeiore described.
  • the circuit for the gate and door motors extends through the resistance R3 instead of through the contact members 56g, thereby reducing the speed of the motors, and causing the hatchway door and the car gate totravel at a slower speed than they travelled delay in the opening of l the door and gate are about toy tor when the car was being operated by the car attendant.
  • the transfer relay contact members 56p are open, and the contact members 56e are closed, the amount of the resistor R12 included in series with the hatch door armature 31A and that included in series with the armature o! the car gate motor 22A is different than the values used when the car is manually controlled to balance the door speeds for the slower operation.
  • the opening of the contact members 56m is provided to introduce the checking resistor R6 into the closing operation of the doors and the opening of the contact members 56u is provided for introducing the checking resistance R9 into the checking of the doors when opened.
  • the checking resistors R5 and R6 are placed in parallel with the armatures yby the closing of the controller contact members' CCS.
  • the controller contact members CC4 close and include the checking resistor R7 in parallel with the resistor R5 to effect the checking of the doors in their nn'al closing movement, as desired.
  • the opening oi the contact members CC1 deenergizes the closing relay circuit CR, which in turn opens its contact members CRa and CRb, thereby deenergizing and stopping the hatch door motor, the car gate motor and the control motor.
  • the operation of the push-button system byv the passenger to move the car upwardly also completes the circuit for energizing the up direction coil 1, which circuit extends fromI supply conduc- Ll through conductor 54, contact members 41a, brake switch coil 6, up direction coil 1, contact members 56h and the push-button system, to the supply conductor L2.
  • the energization' of the brake switch coil 6 closes its contact members ⁇ 6a rto energize the brake magnet BM to release the brake 12.
  • the energizaticn of the brake switch coil 6 also opens its contact member 6c and closes its contact member 6b in the circuit for the door operator 45, in order to prevent the opening of the gate and door through the operation of the open pushbutton, and to also complete a circuit for maintaining the gate and door in closed position while the car is running.
  • the energization oi the up direction coil 1 closes its contact members 1av and 1b for ener gizing the generator held winding GF to cause the car to move upwardly.
  • This circuit extends from supply conductor L1 through conductor 67, contact members la, the field winding GF, contact members 1b, and resistor Rl to the supply conductor L2.
  • the further action of the push-button system will be to energize the accelerating relay GR through the circuit extending from the supply conductor L1 through conductor 54, contact members 41a, conductor 58, the coil GR. conductor 68, the contact members 56a, and the push-button system to supply conductor L2.
  • the energization of the accelerating relay coil GR closes its contact members GRa to shortcircuit the resistance R1 in the generator eld winding thereby increasing the speed of the car.
  • the energization of the coil GR also opens its contact members GRb to prevent energization of the inductor relay IR until the car is again decelerated to a stop.
  • the push-button system operates to deenergize the accelerating relay GR, thereby opening its contact members GRa to reinsert the resistor R1 in the generator field winding circuit, thereby decelerating the car.
  • the deenergization of the relay coil GR also closes its contact members GRb, thereby energizing the inductor relay IR, as hereinbefore described.
  • the inductor relay moves to the inductor armature 32 at that floor, and attracts it to close its contact members for preparing a circuit for the hatch door motor at the top floor.
  • the push-button system operates to deenergize the up direction coil 1 and the brake switch coil 6.
  • the deenergization of the up direction coil 1 opens its contact members la and 1b to deenergize the generator field winding GF, and stop the car, and the deenergization of the switch coil 6 causes its contact members 6a to open, thereby deenergizing the brake magnet BM and applying the brake l2 to stop the car.
  • the deenergization of the brake switch coil 6 also opens its contact members 6b and closes its contact members 6c in the circuit of the door operating relay 45.
  • the push button system breaks the buzzer circuit and energizes the relay 36.
  • the energization of relay 36 opens its contact members 36h and thereby deenergizes the relay 37 to open its contact members 37a. This leaves the contact members 6b and 41h in series as the sole means for maintaining'energization of the relay coil 45.
  • the door operator relay coil 45 is deenergized to effect the opening of the doors.
  • the deenergization of the door operating relay 45 opens its contact members 45a and closes its contact members 45h.
  • the closing of the contact members 45h energizes the door opening relay OR, as previously described, and causes the gate and door to move to their open positions. It is to be remembered, however, that the opening of the contact members 56g, 56m, 5611. and 56p, and the closing of the contact by the transfer relay 56 operate somewhat slower by introducing into the door motor circuits the resistors R3, R6 and R9. v
  • the delay in the operation of the time delay relay 36 causes the doors to be delayed in their closing and effects a buzzer warning for a predetermined time after the car is conditioned to start by the push-button system. At times, however, it is desirable to keep the car gate and the hatch door open, even after the predetermined time has elapsed, for the purpose of waiting for an additional passenger or to facilitate the handling of freight.
  • an open push-button OD is mounted in the car and connected in the circuit of the door operator coil 45 in such manner that the coil 45 will be short-circuited when the button OD is pressed, which in turn prevents the door closing relay CR from being energized by the closing of the contact members 45a until the button OD is released.
  • the contact members 6c are disposed in series with the button OD.
  • the contact members 6c are operated by the brake switch coil 6 and are closed only when the brake switch coil is deenergized to eilect the application of the car brake 12.
  • the gate and the hatchway doors will be automatically operated to provide a safe service in accordance with Whether or not the elevator is operated by the push-button system or by the car switch system. It will further be apparent that the .doors and car gate may be operated in such manner at any time, as will best suit the needs of the passengers or the car attendant. ⁇
  • system I have disclosed may be applied to automatic elevator control systems of any type and may be advantageously employed in conjunction with the safety door operating system disclosed in Patent No. 1,822,152, Kinnard and Dunlop, issued Sept. 8, 1931.
  • an elevator system means for driving the car past a hatchway door
  • a pair of control systems for operating the driving means
  • transfer means for selectively connecting the control systems to the driving means
  • means for operating the hatchway door and means operably responsive to operation of the transfer means for conditioning the door operating means to operate the door at different rates of speed for the different control systems.
  • an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the embodying a car and passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the carl attendant, power means for operating the hatchway door, and means operably responsive to operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant system is in use.
  • an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, acar-attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means an disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant control system is in use.
  • an elevator system embodying a car having a gate and means for driving the car past a hatchway door, a passenger control system, a carattendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by passengers and for connecting the car-attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, powerv means operably responsive to the operation of the car for opening and closing the car gate and the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the car gate and the hatchway' door more slowly when the passenger control system is in use than when the car attendant control system is in use.
  • an elevator system embodying a car having a gate and means for driving the car past a plurality of hatchway doors, a passenger control system, a car-attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means' and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means for operating the car gate, a plurality of door operating power means, one for each hatchway door, means operably responsive to operation of the car in making a stop at a hatchway door for energizing the gate operating power means and for selectively energizing the door actuating power means for the hatchway door at which the car stops to open and close the car gate and that hatchway door, and means operably responsive to operation of the transfer means for conditionsponsive to thecar operating means for ing the power means to operate the car gate and the selected hatchway door more slowly when the passenger control system is in
  • a motor operated unit at each door for operating that door a motor operated unit for operating the car gateymeans operably responsive to operation of the car to a stopA at any one of said doors for selecting and preparing a circuit for that door motor and for energizing the car gate motor and the selected door motor to open and close the gate and the selected door, means operably redelaying the closing of said gate and door for a predetermined time after they are opened, and means disposed for operation by a passenger for rendering the delaying means ineffective to thereby permit the prompt closing of said g'ate and door by the gate and door motors;
  • an elevator system embodying a car having a car gate and means for operating the car in a hatchway having a door for each landing, a motor operated unit at each door for operating that door, a motor operated unit for operating the car gate, means operatively responsive to operation of the car to a stop at ony one of said doors for selecting and preparing a circuit for that door motor and for energizing the car gate motor and the selected door motor to open and close the gate and the selected door, and means disposed for operation by a passenger for delaying as long as desired the operation of said motors in closing the gate and selected door.
  • an elevator system embodying a car and means for driving the .car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car attendant control system to the driving means and disconnecting the passenger control system therefrom when the car isto be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, means operably responsive to the operation of the transfer means for delaying the closing of the door for a predetermined time when the passenger control system is connected to the driving means and for disabling the delaying means'when the car attendant control system is connected to the driving means.
  • an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant control system is in use and for delaying the closing of the door for a predetermined time when the passenger control system is connected to the driving means and for disabling the delaying means when the car attendant control system is connected to the driving means.
  • an elevator system embodying a car having a gate and means for driving the car past tendant, power means for operating the car gate, a plurality of door operating power means, one for each hatchway door, means operably responsive to operation of the car in making a stop at a hatchway door for energizing the gate operating power means and for selectively energizing the door actuating power means for the hatchway door at which the car stops to open and close the car gate and that hatchway door for delaying the closing of the car gate'and the selected door for a predetermined time, and means operably responsive to the operation of the transfer means for rendering-the delaying means effective when the passenger control system is connected to the driving means and for rendering the delaying means ineffective when the car attendant control system is connected to the driving means.

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Description

' July 10, 1934. Q F CARNEY 1,966,233
ELEVATOR SYSTEM Filed sept. 1o, 1932 :s sheets-sheet 1 tRl:\IRcI Down ` csz! E: CUP IRb 6&1 CSI [IRG C Daar.:
INVENTOR JW CharlesF.' Carney., Nwe/L BY l ATTOI` EY WITNESSES:
`luly l0; 1934.
c. F. CARN EY v1,966,233
ELEVATOH SYSTEM 'Filed sept. 1o. 1952 3 sheets-sheet 2 Ll 6l MA Moforfeld /64 k `MF 56p Ob/ /U dw #a ga iCR ccf L2 45b 0R C62 Jv 63 GRb IR 1 QW" 60 ate and Door Interlocksq /41 x Lvffx JWV WITNESSES: INVENTOR Fly. 4 Char/e5 F'. Carney.
July 1o, 1934. C, F, CARNEY 1,966,233
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@Ww I Patented July 10, 1934 ELEVATOR SYSTEM Charles F. Carney, Chicago, lll., assignor to Westinghouse Electric Elevator Company, Chicago, Ill., a corporation of Illinois Application September 10, 1932, Serial No. 632,530 Claims. (Cl. IS7- 29) -My invention relates to elevator systems and `more particularly to elevator systems having power-operated doors and gates that open and shut automatically when the cars make stops at the floor landings.
In many elevator installations, the cars are connected for operation by either a push-button system or a car-switch system, and a transfer switch or other means is disposed in the car for connecting the car to either the push-button system or to the car switch system. The pushbutton system is designed for use by passengers so that the cars may be operated by them when trailic is light without the use of car attendants. The car-switch system is provided in order that the cars may be operated by car attendants when traiiic is heavy. Obviously, when the cars yare operated by trained car attendants, the automatic power-actuated doors and gates may be operated much more rapidly with safety than when the passengers are operating the cars without car attendants.
Therefore, one of the objects of my invention is to provide a means that will automatically cause the car gates to move slowly when the cars are being operated by the passengers, and to move rapidly when the cars are being operated by the car attendants.
When the doors and gates are being operated" in connection with a push-button system a device is usually provided for delaying the reclosure of the doors for a predetermined period after. they are opened, regardlessof whether or not a button has been pushed to move a car to another oor. Hence, if a passenger steps on the car and pushes a button to go to another floor, he must wait until the delayed time period expires before the door and gate start to close.
Therefore, I have provided a means by which the passenger may, if he desires, cause the poweractuated door and gate to start closing immediately. n
In some instances, the passengers using the push-button system desire to hold the poweractuated doors open for a greater period than provided bythe delaying device.- Therefore, I have provided a means by which a passenger may cause the door and gate to remain open as long as he desires, and also by means of which he may cause them to stop and reopen after they have started to close.
Further objects of my invention will in part be obvious and will in part appear hereinafter.
For an illustration of vone of the various forms -my invention may take, reference may be had to the accompanying drawings in which: f
Figure 1 is a view in elevation of the interior of an elevator hatchway, illustrating the hatch- Way doors and also illustrating in section an elevator car disposed in the hatchway;
Fig. 2 illustrates the car switch included in Fig. 1;
Fig. 3 illustrates the arrangement of the conv tact members on a transfer relay embodied in 55 the system, and
Fig. 4 is a straight-line diagram of an elevator system embodying my invention.
Fig. 5 is an explanatory illustration of the relays in Fig. 4. The illustration in Fig. 5 shows 70 the relays with their coils and contact members disposed on horizontal lines corresponding to their positions in the straight-line circuit of Fig.
4, so that the reader may readily determine the identification of any relay, the number and kind of its contact members and the position of its 4coil and its Contact members in the straight-line circuit.
Referring more Aparticularly to the drawings, I have illustrated Aanelevator car C as suitably suspended in a hatchway 10 by a cable Ca which Apasses over a hoisting drum D and a sheave 11 to a suitable counterweight CW. The hoisting y drum D is directly coupled to and operated by the armature MA of an elevator driving motor M.
A brake 12 is provided for preventing rotation of the hoisting drum D when the hoisting motor is not in operation. The brake l2 is controlled by an electromagnetic coil BM, which when energized, releases the brake.
The car C is provided with a pair of sliding door panels `14 and 15 that constitute a door or gate which may be opened when the passengers desire to enter or leave the car.
As a suitable means for opening and closing the car gate I have shown an operating lever 16 pivotally mounted by means of a bolt 17 upon a supporting base 18, carried on top of the car. The lower end of the operating lever 16 extends downwardly beside the gate, having its lower 100 end connected with the high speed panel 14 by a link 19, and its middle portion connected to the slow speed panel 15 by a link 20. The position of the links is such that movement of the lever 16 to open or close the gate will cause the panels 105 14 and l5 to slide to their open or closed positionsv simultaneously.
A motor 22 is mounted upon the supporting base 18 and connected through a worm gear connection 23 to the upper end of the gate operat- 110 ing lever 16 in order that the car gate may be opened by operating the motor in one direction and closed by operating the motor in the opposite direction.
A hatchway door 25 comprising a pair of sliding panels 26 and 27 is provided for the entrance to the corridor at each floor landing. v
Each of the hatchway doors 25 is provided with its own individual motor operated unit comprising a plurality of toggle levers 28, 29 and 30 and a motor 31.
A controller CC operated by a control motor 34 is disposed at a suitable point, for instance, in the penthouse, for controlling the operation of the car gate motor and the hatchway door motors.
The car gate motor, the hatchway door motors and the control motor therefor and levers operated thereby are fully disclosed and described in the copending application of H. V. McCormick, Serial No. 535,477, filed May 6, 1931, and assigned to the Westinghouse Electric Elevator Company, to which application reference may be had for a more detailed description.
The coil structure IR of an inductor relay is carried by the car in such position that it may successively cooperate with a plurality of armature members 32, disposed along the hatchway, one at each door. for selectively preparing circuits fcr the hatchway door motors.
In Fig. 4 of the drawings, the straight line diagram illustrates a control system for the elevator car C. in the diagram the hoisting motor M is shown as of the Variable voltage type wherein the armature MA of the motor is connected in loop circuit with the armature G' of a generator G. The motor is provided with a eld winding MF and the generator is provided with a separately excited field Winding GF. The variable voltage system for elevator operation is well-known in the art, and, therefore, no further description of it is here given.
The direction and speed of operation of the motor M is suitably controlled by controlling the direction and value of the excitation current supplied to the separately excited field .winding GF of the generator G.
The direction of the excitation current for the field winding GF may be suitably controlled by means of an up direction relay l and a down direction relay 2, while the value of the current supplied to the eld winding GF may be controlled by means of a suitable resistor R1.
The operation of the up direction and the down direction relays 1 and 2 and the resistor R1 may be controlled by a passenger operated control system, usually called a push-button system or by a car attendant system usually called a car switch system. The push-button system is usually employed when trafc is light so the car may be operated by the passengers without a car attendant. The car switch system is usually employed when traine is heavy and the car should be operated by a trained car attendant.
Inasmuch as push-button systems are wellknown in the art, no further explanation thereof is deemed necessary, but if desired, further detailed information may be secured from the copending application for patent by L. J. Kinnard, Serial No. 197,279, filed June 8, 1927 and assigned to Westinghouse Electric Elevator Co. The car switch system is here represented merely in an elemental manner by the car switch Cs.V It is to be understood that this system is usually supplemented by various connections, for
instance, as shown in the application for patent by E. M. Bouton, Serial No. 731,921, led Aug. 14, 1924, and assigned to the Westinghouse Electric 8i Manufacturing Company.
A transfer switch TS is provided for controlling a relay 56 to connect the car control sy'stem for operation through the push-button system when desired or through the car switch system when desired.
The switch TS may be disposed in a suitable position in the elevator car where it may be readily opened or closed. When switch TS is open, the car is ready for operation by the passengers through the push-button system. When switch TS is closed, the car is ready for operation under the car switch system.
A door operating relay 45 is provided for controlling the operation of the car gate and the hatchway doors. The contact members of the relay 45 control the operation of the closing relay CR and the opening relay OR in the lower portion of the diagram for effecting the opening and closing of the car gate and the corresponding hatchway door. A current-limiting resistor R2, for the relay 45, is shown as connected in series therewith.
An impulse or tirne-delay relay 36 and an associated relay 37 are shown for controlling the dooroperating relay 45 when the passengers are operating the car by the push-button system. The relay 36 is provided with a low resistance shunt 33 which is designed to delay the deenergization of the relay for a predetermined period after its circuit has been opened to delay the closing of the doors after a call has been registered under the push button system.
A suitable warning device such as a buzzer 38A is disposed in the car and connected for operation to warn passengers when the doors are to close. This buzzer operates only when the car is being operated under the push button system.
The diagram also includes a special control system 35 for the armature and eld windings of the car gate motor 22, the hatchway door motors'31 and the control motor 34. As shown, the control field motor winding 34E, the car door motor field winding 22E and the hatchway door motor field winding 31E are connected in parallel, and the control motor armature 34A, the car door motor armature 22A and the hatch door motor armature 31A are connected in parallel, but in series with the field windings, whereby the three motors tend to operate at the same speed. A more complete description of their operation is included in the application Serial No. 535,477, hereinbefore mentioned.
Suitable resistances R3, R4, R5, R6, R7, R8, R9, R10, R11 and R12 are provided for controlling the operation of the gate and door operating motors.
A door protective relay 41 is connected in series with the car gate and hatchway door interlocks for preventing operation of the car unless the car gate and the hatchway doors are closed.
The operation of the system is as follows: Assuming that traflic is heavy and that the car is being operated by a car attendant, then the transfer switch TS will be closed, thereby energizing the transfer relay 56 through a circuit extending from a supply conductor L1 through conductor 42, a transfer relay coil 56 and transfer switch TS to a supply conductor L2.
The energization o f the transfer coil 56 opens its contact members 56a, 56h, 56e, 56d, 56e and 56g, and closes its contact members 56g, 56h, 56i, 567, 56k, 56m, 561i, and 56p. y
'I'he opening of the contact members 56h and 56e and the closing of the contact members 56i and 567' on the transfer relay disconnects the up and down directional relays 1 and 2 of the car control system from the push-button system, and connects them to the car switch system so that the car may be operated by an attendant on the car.
The opening of the contact members 56a and the closing of the contact members 56h on the transfer relay disconnects the accelerating and decelerating relay GR from the push button system and connects it to the car switch system. The closing of the contact members 56k prepares the door operator relay 45 for operation by the car switch CS. The opening of the contact members 56g prevents automatic operation of relay 45 through relay 3'7. The opening of the contact members 56d disconnects the door impulse relay 36 from the push-button system so that it will not affect the operation of the door operating relay 45 while the car is being operated under the car switch system. The opening of the contact members 56e and the closing of the contact members 56g, 56m., 561i, and 56p so rearrange the connections for the door control motor 34, the car gate motor 22 and hatchway door motor 31 that the gate and door will operate at high speed while the attendant is operating the car.
Assume now that the car attendant, desiring to start the car downwardly, moves the handle of the car switch CS in a clockwise direction to close the car gate and the hatchway door. This movement closes the car switch contact members CSa to energize the door operating relay 45 by a circuit extending from the supply conductor L1 through conductor 43, coil 45, resistor R2, conductors 44 and 46, the contact members CSa and 56k to supply conductor L2.
The energization of the door operating relay 45 closes its contact members 45a, and opens its contact members 45h to energize the door closing relay CR through the contact members CC1 of the controller CC (which are closed when door is open) and thereby effect the closing of the car door and the hatchway door at the landing where the car is standing.
The energization of the closing relay CR closes the contact members CRa and CRb in the door system to energize the door motors 34, 22 and 31 to close the doors, by a circuit extending from the supply conductor L1 through a choke coil 50, resistor RX, conductor 51, contact members 56g, in parallel through the eld windings of the motors 341, 22f and 311, contactV members CRa, and thence in parallel through the armatures 34a, 22a and 31a and contact members CRb to the supply conductor L2.
The circuit through the armature 22a includes the resistor R4 and approximately one-half of the resistor R12. The circuit passing through the armature 31a includes approximately onehalf of the resistor R12 and the resistor R11 because the contact members 56e are open, and the contact members 56p are closed. The tap into the resistor R12 through the Contact members 56e is provided to balance the current through the armature 22A and 31A until they run at approximately the same speed.
As the energized motors 31 and 22 operate to close the car gate and control motor 34 moves the its contact members the hatchway door, the controller CC to close CC3 to insert the checking resistor R5 in parallel with the armatures 34a, 22a and 31a. As the controller is moved still turther by the control motor 34a, the checking resistor R7 is included in parallel with the resistor R5 by the closing of the contact members CC4 to add the desired checking effect to the gate and door motors. It will be recalled that the contact members 56m are closed, because the car is operating under the car switch system. As the doors reach the end of their travel, the controller CC turns to such a point that its contact members CC1 in the circuit of the closing relay CR are opened, to deenergize that relay and thereby effect the stopping of the control motor 34, the gate motor 22 and the door motor 31.
Inasmuch as the gate and door interlocks are now closed, the door protective relay 41 is energized, thereby closing its contact members 41a. and 41b. Thel closing of the contact members 41a prepares the circuit of the up and down direction switches 1 and 2 for operation and the closing of the contactmembers 41b closes one gap in the`circuit for the door operating relay 45 to keep the doors closed while the caris operating.`
Assuming now that the car attendant moves the car switch further in the clockwise direction to start the car downwardly, the car switch contact members CS2 close, thereby completing -a circuit for energizing the down direction switch 2 extending from supply conductor L1 through conductor 54, the contact members 41a, brake switch coil 6, down direction switch coil 2, the contact members 56j, and the contact members CS2 to supply con- 110 ductor L2.
The energization of the brake switch coil 6 closes its contact members 6b in the circuit of the door operator relay 45, and thereby completes a circuit for maintaining the door operator relay 45 in an energized condition to keep the doors closed while the car is running.
The energization of the brake coil 6 also closes its contact members 6a, thereby energizing the brake magnet BM to release the brake 12, to permit lthe operation of the car. This circuit extends from supply conductor L1, through con; ductor 62, contact members 6a and brake magnet coil BM to supply conductor L2.
The energization of the down direction switch A coil 2 closes its contact members 2a and 2b leading to the generator field winding GF, thereby completing a circuit for energizing the field winding to cause the car to start downwardly. This circuit extends from supply conductor L1 through conductor 5'7, the contact members 2a, the generator field winding GF, contact members 2b, and resistance R1 to the supply conductor L2. The resistance R1 prevents the car from accelerating too rapidly.
Assuming now that the car attendant moves the car switch CS still further in a clockwise direction to increase the speed of the car, then the contact members CSd are closed to energize the accelerating relay GR through a circuit extending from supply conductor L1 through conductor 54, contact members 41a, conductor 58, the coil GR, the contact members 56h and the contact ymembers CSd to supply conductor L2. The energization of the coil GR closes its contact 145 members GRa, thereby short-circuiting the resistor Rl from the generator eld GF to increase the speed of the car.
The energization of the coil GR opens its normally closed contact members GRb for energizthe brake switch coil 6 and 105 ing the inductor relay and thereby prevents the inductor relay IR from operating at any of the door landings until the car is decelerated to a stop at a landing.
Assume now that the car descends to the first floor. As the car nears the first oor, the car attendant moves the car switch CS in a counterclockwise direction to slow down the car. This operation of the car switch opens its contact members CSd to deenergize the accelerating relay GR, which in turn, opens its contact members GRa and reinsertsthe resistor Rl in the circuit for the eld winding GF of the generator to decelerate the car.
As the car approaches still nearer the first oor, the car attendant continues the movement of the car switch in the counter-clockwise direction until he opens the contact 1members CS2 to deenergize the down direction switch coil 2 and the brake switch coil 6 and thereby stop the car. The deenergization of the down direction switch coil 2 opens its contact members 2a and 2b, thereby deenergizing the generator field winding GF and stopping the car. At the same time, the deenergization of the brake switch coil 6 opens its contact members 6a and thereby deenergizes the brake magnet BM to apply the brake l2 for preventing further movement of the car.
The openingT of the car gate and the hatchway door, is effected as follows: In decelerating the car, the deenergization of the relay GR also closed its contact members GRZ) and thereby energized the inductor relay IR on top of the car by a circuit extending from the supply conductor Ll through conductor 60, contact members GRI), and the coil IR to the supply conductor L2.
As the car approached closely to the first floor, the energized inductor relay came opposite the armature 32 at the rst iioor landing and oper-l ated it to close its contact members IRa and IRb for the purpose of preparing a circuit for the hatchway door motor 31M.
As the car stops at the first floor, the car attendant continues the movement of the car switch CS to its center position to open the gate and the door. This movement opens the car switch contact members CSa thereby deenergizing the door operator relay 45 to open its contact members 45a and close its contact members 45h.
The closing of the contact members 45o energizes the gate and door openingrelay coil OR through a circuit extending from supply conductor Ll through conductor 63, the contact members 45h, the coil OR and the contact members CC2 to supply conductor L2. The contact members CC2 are closed when the door is closed.
The energization of the opening relay OR closes its contact members ORa and ORb to energize the car gate motor 22, the hatch door motor 31M at the rst oor and their control motor 34, by a circuit extending from supply conductor Ll through choke coil 50, resistor RX, conductor 51, contact members 56g, thence in parallel through the eld windings 34j, 22]c and Blf, thence through Contact members ORa, then in parallel through the armatures 34a, 22a and 31a, and then through the contact members ORb to supply conductor L2.
The energization of the door motors and the control motor causes the car gate and the hatchway door at the rst floor to start to open. As the doors move toward their open position, the checking resistor R8 is placed in parallel with the armatures 34a, 22a and 31a by the closing'of the contact members CC5 on the controller CC, operated by the control motor 34.
As the doors continue further toward their full open position, the checking resistor R10 is placed in parallel with the checking resistor R8 for further controlling the operation of the door motors by the closing of the contact members CCS on the controller CC to give the desired checking effect in the opening operation.
As the doors reach their full open position, the controller CC, operated by the control motor 34, reaches such a position that it opens its contact members CC2, thereby deenergizing the door opening relay coil OR and bringing the doors to a stop.
It is desirable to check the hatch doors and the car gate in a slightly different manner when they open from that in which they are checked when they close. Hence, the provision of the two sets of checking resistors, the one set marked Close controlled by the contact members CCB and CO4 for use when the doors close, and the other set marked Open controlled by the contact members CC5 and CCG for use when the doors open.
Let it be assumed now that traffic decreases to such an extent that the car may be operated safely bythe passengers themselves, without the necessity of a car attendant. To prepare the elevator for operation by the passengers, the transfer switch TS is opened, thereby deenergizing the transfer relay coil 56 for automatically preparing the system for operation by the passengers through the use of the push-button system instead of by the car switch system.
The deenergization of the transfer relay 56 closes its contact members 56a, 56h, 56o, 56d, 56e and 56g and opens its contact members 56g, 56h, 562, 56j, 56k, 56m, 5611 and 56p. The opening of the contact members 561' and 567 disconnects the\up and down direction switch coils l and 2 from the car switch system and the closing of the contact members 56h and 56o connects them to the push-button system. The closing of the contact members 56a and the opening of the contact members 56h disconnects the accelerating relay GR from the car switch system and connects it to the push-button system.
The opening of the contact members 56k opens the circuit for the door operating relay 45 in such manner that it cannot be closed by the car switch. The closing of the contact members 56d connects the time delay relay coil 36 to the push-button system in such a manner that it will, by its contact members 36a, control the associated relay 37 and through it the operation of the door relay 45.
inasmuch as the car will now be operated solely by the passengers, it would be dangerous to have the doors operate as fast as when the car was operated by the car attendant. 'I'herefore, the door and gate operating system is so arranged that the opening of the contact members 56g, 56m, 561i and 56p and the closing of the contact members 56e, will include the resistors R3, R6 and R9 in the door motor circuits in such manner as to slow down the operation of the doors to a safe speed while the car isbeing operated by the passengers through the pushbutton system.
The resistor R3 decreases the voltage applied to door motors and decreases the door operating speed. The resistors R6 and R9 increase the checking resistances to smooth out the slow-down to coincide with lower running speed. The contact member 56e shifts the balancing resistance between motor armatures 22A and 31A to suit the new electrical conditions imposed so motors will control the door and the gate in synchronism.
When the car stops at a landing while under operation by a push button system, the door and gate open and stay open until a new call is registered on the push button system to move the car to another landing. Upon the registration of a call, the door and gate close automatically, but their closing operation is delayed for a predetermined time after registration of a call by the act-ion of the time delay relay 36. This relayA is so connected to the push button system that the relay is energized whenever the car stands at a landing until a call is registered. The registration of a call deenergizes the relay 36 but the low resistance shunt 33 around the relay coil controls the rate of decay of magnetic flux in the relay frame structure and thereby delays its operation to delay, in turn, the closing of the door and gate for a predetermined time. l
It is also desirable to warn the passengers when the door and gate are about to close to prevent their being caught in the doorway. To accomplish this I have provided the buzzer 38A in the car to operate during the predetermined delay in the closing of the door and gate. The buzzer is so connected to the push button system as to be energized when a call is registered and to be deenergized by the opening o! the contact members 36a when the time delay relay 36 opens upon the expiration of the predetermined time delay.
Assume now that a passenger enters the car and operates the push-button system to move the car to the top floor. The operation of the pushbutton system deenergizes the time delay relay 36, but the effect of the low resistance shunt 33 causes a predetermined the relay. At the same time the registration of the call energizes the buzzer coil 38 to warn the passenger that close, by a circuit extending from supply conductor L2 through conductor 65, contact members 36a, coil 38, and the push button system to supply conductor L2. After thebexpiration of the predetermineddelay, the relay 36 opens, thereby opening -its contact members 36a to stop the buzzer 38 and closing its contact members 36h to energize the associated relay 37 by a circuit extending from supply conductor L1 through conductor '15, contact members 36h, the coil 3'1 and contact members 56g to the supply conductor L2. The energization of relay 3'1 closes its contact members 37a and thereby completes a circuit for energizing the door operator relay 45 to close the door and gate. This circuit extends from supply conductor L1 through conductor 43, the coil45, resistor R2, conductors 44 and 66, and the contact members 37a to `supply conductorv L2.
The energization of the door operator relay 45 energizes the door closing relay CR, which in turn closes its contact members CRa and CRb to complete the circuit for motor, the car gate motor and the control motor, as hereinbeiore described.
However, inasmuch as the transfer relay contact members 56g are now open, the circuit for the gate and door motors extends through the resistance R3 instead of through the contact members 56g, thereby reducing the speed of the motors, and causing the hatchway door and the car gate totravel at a slower speed than they travelled delay in the opening of l the door and gate are about toy tor when the car was being operated by the car attendant.
Inasmuch as the transfer relay contact members 56p are open, and the contact members 56e are closed, the amount of the resistor R12 included in series with the hatch door armature 31A and that included in series with the armature o! the car gate motor 22A is different than the values used when the car is manually controlled to balance the door speeds for the slower operation.
inasmuch as the speed of the door motors has been reduced, the checking resistance must be changed. Therefore, the opening of the contact members 56m is provided to introduce the checking resistor R6 into the closing operation of the doors and the opening of the contact members 56u is provided for introducing the checking resistance R9 into the checking of the doors when opened.
Bearing this arrangement in mind, as the doors get under way in closing, the checking resistors R5 and R6 are placed in parallel with the armatures yby the closing of the controller contact members' CCS. As the doors approach more closely to their fully closed positions, the controller contact members CC4 close and include the checking resistor R7 in parallel with the resistor R5 to effect the checking of the doors in their nn'al closing movement, as desired. As the doors reach their troller CC is moved by the control motor to open the contact members CCl and close the contact members CC2. The opening oi the contact members CC1 deenergizes the closing relay circuit CR, which in turn opens its contact members CRa and CRb, thereby deenergizing and stopping the hatch door motor, the car gate motor and the control motor.
"The closing o! the contact members CC2 by the nal movement of the car controller CC prepares a circuit for energizing the door opening relay OR when the door and gate are to be again opened.
The operation of the push-button system byv the passenger to move the car upwardly also completes the circuit for energizing the up direction coil 1, which circuit extends fromI supply conduc- Ll through conductor 54, contact members 41a, brake switch coil 6, up direction coil 1, contact members 56h and the push-button system, to the supply conductor L2.
The energization' of the brake switch coil 6 closes its contact members `6a rto energize the brake magnet BM to release the brake 12. The energizaticn of the brake switch coil 6 also opens its contact member 6c and closes its contact member 6b in the circuit for the door operator 45, in order to prevent the opening of the gate and door through the operation of the open pushbutton, and to also complete a circuit for maintaining the gate and door in closed position while the car is running.
The energization oi the up direction coil 1 closes its contact members 1av and 1b for ener gizing the generator held winding GF to cause the car to move upwardly. This circuit extends from supply conductor L1 through conductor 67, contact members la, the field winding GF, contact members 1b, and resistor Rl to the supply conductor L2.
The further action of the push-button system will be to energize the accelerating relay GR through the circuit extending from the supply conductor L1 through conductor 54, contact members 41a, conductor 58, the coil GR. conductor 68, the contact members 56a, and the push-button system to supply conductor L2.
The energization of the accelerating relay coil GR closes its contact members GRa to shortcircuit the resistance R1 in the generator eld winding thereby increasing the speed of the car. The energization of the coil GR also opens its contact members GRb to prevent energization of the inductor relay IR until the car is again decelerated to a stop.
Assuming now that the car closely approaches the upper floor, as the car comes within the predetermined distance of the floor, the push-button system operates to deenergize the accelerating relay GR, thereby opening its contact members GRa to reinsert the resistor R1 in the generator field winding circuit, thereby decelerating the car. As the car decelerates, the deenergization of the relay coil GR also closes its contact members GRb, thereby energizing the inductor relay IR, as hereinbefore described.
As the car approaches still nearer the stop at the top floor, the inductor relay moves to the inductor armature 32 at that floor, and attracts it to close its contact members for preparing a circuit for the hatch door motor at the top floor.
As the car continues its slow down to the top oor, the push-button system operates to deenergize the up direction coil 1 and the brake switch coil 6. The deenergization of the up direction coil 1 opens its contact members la and 1b to deenergize the generator field winding GF, and stop the car, and the deenergization of the switch coil 6 causes its contact members 6a to open, thereby deenergizing the brake magnet BM and applying the brake l2 to stop the car.
The deenergization of the brake switch coil 6 also opens its contact members 6b and closes its contact members 6c in the circuit of the door operating relay 45.
As the car slows down to stop at the floor the push button system breaks the buzzer circuit and energizes the relay 36. The energization of relay 36 opens its contact members 36h and thereby deenergizes the relay 37 to open its contact members 37a. This leaves the contact members 6b and 41h in series as the sole means for maintaining'energization of the relay coil 45. Hence when the car stops at the top oor and the contact members 6b open, the door operator relay coil 45 is deenergized to effect the opening of the doors.
The deenergization of the door operating relay 45 opens its contact members 45a and closes its contact members 45h. The closing of the contact members 45h energizes the door opening relay OR, as previously described, and causes the gate and door to move to their open positions. It is to be remembered, however, that the opening of the contact members 56g, 56m, 5611. and 56p, and the closing of the contact by the transfer relay 56 operate somewhat slower by introducing into the door motor circuits the resistors R3, R6 and R9. v
As described, the delay in the operation of the time delay relay 36 causes the doors to be delayed in their closing and effects a buzzer warning for a predetermined time after the car is conditioned to start by the push-button system. At times, however, it is desirable to keep the car gate and the hatch door open, even after the predetermined time has elapsed, for the purpose of waiting for an additional passenger or to facilitate the handling of freight. In order that the door may Lacasse be kept open for any length of time desired after the push-button system has been operated to move the car, an open push-button OD is mounted in the car and connected in the circuit of the door operator coil 45 in such manner that the coil 45 will be short-circuited when the button OD is pressed, which in turn prevents the door closing relay CR from being energized by the closing of the contact members 45a until the button OD is released.
In order to prevent the operation of the button OD from opening the door while the car is moving, or is energized to move, the contact members 6c are disposed in series with the button OD. The contact members 6c are operated by the brake switch coil 6 and are closed only when the brake switch coil is deenergized to eilect the application of the car brake 12.
At other times, when the car is being operated as a push-button car by the passengers, only one passenger enters the car and it is undesirable to remain at the floor untilthe expiration of the normal predetermined time delay in the closing of the gate and door. In order to avoid the delay, a second push-button marked CD has been placed in the car. If this button is closed, it completes a circuit for immediately energizing the door operator relay 45 to close the gate and the door regardless of the delayed action of the time delay relay 36. This circuit extends from the supply conductor L1 through conductor 43, coil 45, resistor R2, and the contact members of button CD to the supply conductor L2.
Therefore, it will be seen that I have provided an elevator system which may be safely operated by passengers under a pushbutton system during light tramo, and which may be operated by a car attendant during heavy trafilc without any other change than the closing or opening of a transfer switch in the car.
It will also be apparent that the gate and the hatchway doors will be automatically operated to provide a safe service in accordance with Whether or not the elevator is operated by the push-button system or by the car switch system. It will further be apparent that the .doors and car gate may be operated in such manner at any time, as will best suit the needs of the passengers or the car attendant.`
Furthermore, the system I have disclosed may be applied to automatic elevator control systems of any type and may be advantageously employed in conjunction with the safety door operating system disclosed in Patent No. 1,822,152, Kinnard and Dunlop, issued Sept. 8, 1931.
Although I have illustrated and described only one specific embodiment of my invention, it is to be understood that many additions thereto and modifications thereof may be made without departing from the spirit and scope of my invention.
I claim as my invention:
1. In an elevator system means for driving the car past a hatchway door, a pair of control systems for operating the driving means, transfer means for selectively connecting the control systems to the driving means, means for operating the hatchway door, and means operably responsive to operation of the transfer means for conditioning the door operating means to operate the door at different rates of speed for the different control systems.
2. In an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the embodying a car and passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the carl attendant, power means for operating the hatchway door, and means operably responsive to operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant system is in use.
3. In an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, acar-attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means an disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant control system is in use.
4. In an elevator system embodying a car having a gate and means for driving the car past a hatchway door, a passenger control system, a carattendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car-attendant control system therefrom when the car is to be operated by passengers and for connecting the car-attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, powerv means operably responsive to the operation of the car for opening and closing the car gate and the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the car gate and the hatchway' door more slowly when the passenger control system is in use than when the car attendant control system is in use.
5. In an elevator system embodying a car having a gate and means for driving the car past a plurality of hatchway doors, a passenger control system, a car-attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car-attendant control system to the driving means' and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means for operating the car gate, a plurality of door operating power means, one for each hatchway door, means operably responsive to operation of the car in making a stop at a hatchway door for energizing the gate operating power means and for selectively energizing the door actuating power means for the hatchway door at which the car stops to open and close the car gate and that hatchway door, and means operably responsive to operation of the transfer means for conditionsponsive to thecar operating means for ing the power means to operate the car gate and the selected hatchway door more slowly when the passenger control system is in use than when the car-attendant control system is in use.
6. In an elevator system embodying a car having a car gate and means for operating the car in a hatchway having a door for each landing, a
motor operated unit at each door for operating that door, a motor operated unit for operating the car gateymeans operably responsive to operation of the car to a stopA at any one of said doors for selecting and preparing a circuit for that door motor and for energizing the car gate motor and the selected door motor to open and close the gate and the selected door, means operably redelaying the closing of said gate and door for a predetermined time after they are opened, and means disposed for operation by a passenger for rendering the delaying means ineffective to thereby permit the prompt closing of said g'ate and door by the gate and door motors;
'1. In an elevator system embodying a car having a car gate and means for operating the car in a hatchway having a door for each landing, a motor operated unit at each door for operating that door, a motor operated unit for operating the car gate, means operatively responsive to operation of the car to a stop at ony one of said doors for selecting and preparing a circuit for that door motor and for energizing the car gate motor and the selected door motor to open and close the gate and the selected door, and means disposed for operation by a passenger for delaying as long as desired the operation of said motors in closing the gate and selected door.
8. In an elevator system embodying a car and means for driving the .car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car attendant control system to the driving means and disconnecting the passenger control system therefrom when the car isto be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, means operably responsive to the operation of the transfer means for delaying the closing of the door for a predetermined time when the passenger control system is connected to the driving means and for disabling the delaying means'when the car attendant control system is connected to the driving means.
9. In an elevator system embodying a car and means for driving the car past a hatchway door, a passenger control system, a car attendant control system, transfer means for connecting the passenger control system to the driving means and disconnecting the car attendant control system therefrom when the car is to be operated by the passengers and for connecting the car attendant control system to the driving means and disconnecting the passenger control system therefrom when the car is to be operated by the car attendant, power means operably responsive to the operation of the car for opening and closing the hatchway door when the car makes a stop at the door, and means operably responsive to the operation of the transfer means for conditioning the power means to operate the door more slowly when the passenger control system is in use than when the car attendant control system is in use and for delaying the closing of the door for a predetermined time when the passenger control system is connected to the driving means and for disabling the delaying means when the car attendant control system is connected to the driving means.
10. In an elevator system embodying a car having a gate and means for driving the car past tendant, power means for operating the car gate, a plurality of door operating power means, one for each hatchway door, means operably responsive to operation of the car in making a stop at a hatchway door for energizing the gate operating power means and for selectively energizing the door actuating power means for the hatchway door at which the car stops to open and close the car gate and that hatchway door for delaying the closing of the car gate'and the selected door for a predetermined time, and means operably responsive to the operation of the transfer means for rendering-the delaying means effective when the passenger control system is connected to the driving means and for rendering the delaying means ineffective when the car attendant control system is connected to the driving means.
CHARLES F. CARNEY.
US632530A 1932-09-10 1932-09-10 Elevator system Expired - Lifetime US1966233A (en)

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