US2042214A - Signal and control system for elevators - Google Patents

Description

May 26, 1936. w. F.,EAMES SIGNAL AND CONTROL SYSTEM FOR ELEVATORS Filed Feb. 7, 1934 8 Sheets-Sheet l INVENTOR W/W/a/n Ffames.

ATT NEY WITNESSES:

May 26, 1936.

w. F. EAMES SIGNAL AND CONTROL SYSTEM FOR ELEVATORS Filed Feb. 7, 1954 8 Sheets-Sheet 2 Down fi/recf/on Up Dirac/fol? m mto tkm tuw Kant wbtm 66?- baza/n/a 60/4 INVENTOR Wf/ /fam F fumes.

A RNEY May 26, 1936. w. F. EAMES SIGNAL AND CONTROL SYSTEM FOR ELEVATORS Filed Feb. '7, 1934 8 Sheets-Sheet 4 May 26, 1936. w F, EAME 2,042,214

S IGNAL AND CONTROL SYSTEM FOR ELEVATORS aaur/ WITNESSES: 1-3 +4 INVENTOR Z i W/'///'am 'Ffames.

AT NEY v W. F. EAM ES May 26, 1936.

SIGNAL AND CONTROL SYSTEM'FOR ELEVATORS Filed Feb. '7, 1954 8 Sheets-Sheet 6 May 26, 1936.

W. F. EAM ES SIGNAL AND CONTROL SYSTEM FOR ELEVATORS Filed Feb. 7, i934 8 Sheets-Sheet 7 May 26, 1936. w. F. EAMES SIGNAL AND CONTROL SYSTEM FOR ELEVATORS 8 Sheets-Sheet 8 Filed Feb. '7, 1934 NEY INVENTOR W////am F Eames.

wdswm a W 4 i mw Q u} U Patented May 26, 1936 UNITED STATES PATENT OFFICE SIGNAL AND CONTROL SYSTEM FOR ELEVATORS Application February 7, 1934, Serial No. 710,104

34 Claims.

My invention relates to signal and control systems for elevators and more particularly to systems in which the intending passengers may operate push buttons at the floor landings to effect the giving of stop signals in approaching cars and the car attendants may operate control devices in the cars to cause the cars to stop when they arrive at the floors indicated by the stop signals.

One object of my invention is to provide a signal and control system which will promote the answering of calls and the loading and unloading of passengers in a prompt and efiicient manner.

Another object is to relieve the car attendants of the necessity of waiting until their cars are within predetermined distances of the floors for which stop signals have been receivedybefore setting the stopping means to cause the cars to stop at the floors indicated by the stop signals upon their arrival thereat.

Another object is to provide for promptly notitying a waiting passenger at a floor which car will stop for him when the attendant on the nearest approaching car conditions its control system to make the stop when it arrives at the floor indicated by the stop signal.

A further object of my invention is to provide a signal and control system in which the conditioning of a car, upon the receipt of a stop signal from a floor, to cause that car to stop at that floor upon its arrival thereat, will prevent any other car from receiving the same stop signal.

A still further object is to provide means, in a system having annunciators in the car to indicate to the car attendant the floors at which steps should be made for waiting passengers, so that when a prospective passenger presses a stop button at a floor, only the annunciator in the nearest car approaching in the desired direction will be operated to indicate that a stop is to be made at that floor.

It is also an object of my invention to provide a signal and control system which requires only one set of push buttons in the car which may be selectively operated to cause the car to stop at any desired floor upon its arrival thereat, either when a passenger desires to get off at that floor or when a stop signal is received from a passenger at that floor.

These and other objects which will appear hereinafter may be attained by means of the apparatus and system hereinafter described and illus trated in the accompanying drawings, wherein:

Figure 1 is a diagrammatic representation of an elevator installation embodying my improved signal and control system;

Fig. 2 is an enlarged representation of the contact segments and cooperating contact brushes on the floor selector of one of the cars shown in Fig. l;

Figs. 3, 4 and 5, collectively, constitute a diagrammatic representation, in what is known as the straight-line style, of the signal and control system used in operating the elevator cars shown in Fig. 1;

Figs. 3A, 4A and 5A, collectively, constitute an explanatory illustration of the relays embodied in Figs. 3, 4 and 5; and

Fig. 6 represents a key to the conventional forms for the contact members, relay coils, etc., shown in Figs. 3 to 5A inclusive.

The relays illustrated in Figs. 3A, 4A and 5A are shown with their coils and contact members disposed in such positions as to be in horizontal alignment with the positions in the straight line circuits of Figs. 3, 4 and 5, so that the identification of any relay, the number and kind of its contact members and the position of its coil and contact members in the straight line circuits, may be readily determined by an examination of the drawings.

For convenience in reading the drawings, Fig. 4 should be placed under Fig. 3, Fig. 5 under Fig. 4, Fig. 3A beside Fig. 3, Fig. 4A beside Fig. 4 and under Fig. 3A,'and Fig. 5A beside Fig. 5 and under Fig. 4A.

Referring more particularly to the drawings, I have illustrated an elevator installation embodying two cars A and B for serving five floors or landings. The cars are indicated as suitably suspended by hoisting cables H and I2, which pass over hoisting drums l3 and EH to suitable counterweights l5 and I6, respectively.

Although I have, for the sake of simplicity, illustrated only two cars and a signal and control system therefor, as applied to only live floors, it is to be understood that the system is equally applicable to any suitable number of cars for serving any suitable number of floors.

For convenience, the main relays in the system are designated as follows:

A=car A.

B=car B.

C=stop push buttons in car A.

CC=holding coils for car buttons in car A.

D=down direction switch for car A.

Ezinductor relay for decelerating car A.

F=inductor relay for stopping car A.

G=relay for maintaining inductor relays energized for car A.

=response signalling relays for car A.

o uozg R=stop signal registering relays, common to both cars.

S=stopping relay for energizing inductor relays to stop car A.

T=stop signal lamps in car A.

U=up direction switch for car A.

V=high speed relay for car A.

W=up direction preference relay for car A.

X=down direction preference relay for car A.

Y=zone feeding relays for car A.

Z=zone relays, common to both cars.

The relays for car B are given the same reference characters as those given for car A plus the letter B. The prefix letters U and D indicate up or down direction. The prefix numerals indicate the floors; the suflix numerals indicate the contact members of the relays. For instance, the reference character BdUY designates an up zone feeding relay for the fourth floor for car B, and BAUYI designates one pair of the contact members of that relay.

Referring to the control system for car A as shown in Figs. 2 and 3, the hoisting drum I3 is directly coupled to an armature ll of a hoisting motor l8, the field winding 53 of which is connected, for constant voltage energization, to a suitable source of electric energy designated by the supply conductors L+l and LI. It should be noted that the supply conductors extend through the system shown in Figs. 3, 4 and 5, the additional sections being marked L+3, L3, L+4, L4, L+5, L-5, L+6 and L-6.

A variable voltage system of control, such as is old and well known in the art, may be provided for operating the hoisting motor I8. In such systems, as shown in Fig. 3, the armature I1 is connect-ed in a loop circuit with the armature 2| of a generator 22. The generator is provided with a separately excited field winding 23 and a cumulative series field winding 24. A resistor R24 is disposed in the circuit of the separately excited field winding 23 for controlling the operation of the generator. The armature 2| of the generator may be driven by a suitable driving motor 25 which may be connected to a suitable source of supply as represented by the conductors and switch 2%.

A brake 5 is provided for operation by a brake magnet 6 to apply a braking eifect to the hoisting drum 13 when the car is stopped, the brake magnet 6 being energized to release the brake 5 while the car is running and being deenergized to apply the brake 5 when the supply of power to the car is cut off.

The direction and speed of the hoisting motor I8 may be suitably controlled by controlling the direction and the value of excitation current in the separately excited field winding 23. The direction of the excitation current may be suitably controlled by an up direction switch U and a down direction switch D, and the value of the current may be controlled by means of a speed relay V, which controls the resistor R24 in the generator field circuit.

The closing of the up direction or the down direction switches U and D, as well as the high speed control relay V, may be effected by means of an up push button UP and a down push button DP that are mounted in the car in the position to be actuated by the car attendant.

Any suitable means may be employed for automatically stopping the car A level with the fioors it serves. As one example of such means I have illustrated an automatic inductor relay landing system similar to that disclosed in Patent No. 1,884,446, issued October 25, 1932, to K. M. White and. G. K. Hearn, assignors to Westinghouse Electric Elevator Company.

The inductor landing system for car A includes a decelerating inductor relay E and a stopping inductor relay F (see Fig. 1) for causing the car to be automatically decelerated from its high speed and brought to a stop at an exact level with the fioor. The decelerating inductor relay E is mounted on the car A in position to cooperate with an inductor plate UE for the up direction and an inductor plate DE for the down direction mounted in the hatchway. The stopping inductor relay F is mounted on the car A in position to cooperate with an inductor plate UF for the up direction and an inductor plate DF for the down direction. For simplicity, only one set of inductor plates for one floor has been shown, but it will be understood that a set similar to that shown is to be provided for each floor served by the car intermediate the upper terminal landing and the lower terminal landing. At the terminal landings, a set of inductor plates corresponding to the inductor plates UE and UF may be provided for the upper terminal and a set corresponding to inductor plates DE and DF may be provided for the lower terminal.

As shown, each inductor relay is provided with two sets of contact members, For an up stop, the contact members'El of relay E cooperate with the inductor plate UE in decelerating the car, and the contact members Fl of relay F cooperate with the inductor plate UF in stopping the car after it has decelerated. For the down direction the contact members E2 of relay E cooperate with the inductor plate DE to decelerate the car A and the contact members F2 cooperate with the inductor plate DF in stoppingthe car.

The inductor relays are of the self-holding type, that is, when they are energized but have not yet come opposite an inductor plate, the contact members remain closed, but when the relay comes opposite an inductor plate, the contact members adjacent that plate move to an open position and are held in such open position until the inductor relay is deenergized. The means for holding the contact members in the open position on inductor relay E, for instance, are the extended portions 28 and 29 (Fig. 1).

For instance, it will be seen that when the inductor relay E passes the down inductor plate DE in an energized condition, the contact members E2 will be opened, and the arm 29a will be moved upwardly to such a position that they would be attracted and held by the magnetized projection 29. Therefore, the opened contact members remain open and do not reclose after passing the inductor plate to complicate the operation of the control system. However, I do not desire to be limited to inductor relays of this particular type because inductor relays with temporary opening contact members which are well known in the art may be employed just as readily if the motor control system is adjusted to cooperate with them.

The contact members on the inductor relays just described are so connected with the car control circuits that, when the inductor relays are energized to decelerate and stop the car at the floor represented by the inductor plates in the down direction, the contact members E2 pass the inductor plate DE and are thereby opened to decelerate the car, by deenergizing the speed relay V, and as the contact members F2 come opposite the inductor plate DF, they open to stop the car level with the floor by opening the down direction switch and applying the brake 5. The contact members El of relay E and the contact members Fl of the relay F are opened by the inductor plates UE and UF, respectively, when a stop is made in the up direction.

When the inductor relays are energized to stop the car, it is desired to maintain them in that condition until they are operated by passing the inductor plates to bring the car to rest. A slowdown holding relay G is provided for this purpose, (see Fig. 3).

When the inductor relays are energized to effect a stop, the relay G holds them energized until they are restored, even though their contact members are operated to open as the relays pass the inductor plates. Therefore, an inductor restoring relay H is provided for deenergizing the inductor relays of car A after a stop has been made and also for so interlocking them that they may be energized only when the car is moving.

The exact position of the inductor plates in the hatchway and of the inductor relays on the cars cannot be here given because the position of these devices varies in each installation by reason of differences in hoisting motors, weight of cars, height of ceilings, etc. However, in the many commercial installations of inductor stopping systems already made, it has been found that the mechanics have no difficulty in ascertaining the precise positions in which the plates and relays should be placed when the cars are first tried out in operation.

In the elevator system illustrated in the drawings, the energization of the inductor relays on car A for decelerating and stopping the car at a floor is effected by a stopping relay S. This relay is energized, as the car nears the floor at which a stop is to be made and, in turn, energizes the inductor relays on that car so that they will, as they pass the inductor plates for that direction for that floor, cause the car to decelerate and stop at the floor.

The stopping relay S is controlled by a plurality of stop push-buttons (one for each floor) in the car A; so that the pressing of a car button by a car attendant at any time will at once register a stop call which will later cause the stopping relay S to be energized to stop the car at the floor corresponding to that push button. By registering a stop call, I mean the act of initiating and maintaining a circuit which will be completed later as the car nears the floor corresponding to the operated button and thereby then energize the stopping relay S to energize the inductor relays to stop the car at that floor. With this system, the car attendant may stop the car at any floor by pressing the corresponding push button in the car, either to let off passengers or to take on passengers.

The stop push buttons in car A are designated as IC, 20, 30, 4C and 5C for the first, second, third, fourth and fifth floors, respectively.

Associated with the respective car push buttons for car A are holding or registering coils ICC, 200, 40.0 and 500. These coils operate to hold the car push-buttons in a depressed position after they are pressed by the car attendant to cause the car to stop at selected floors. The coils are automatically deenergized when the car reaches the terminal floors to release the buttons for the next direction of operation.

Inasmuch as stop push buttons have been disposed in the cars to enable the car attendants to stop the cars at the various floors, it is desirable to have some means whereby waiting passengers at the various floors may give stop signals to the attendants in the cars. Therefore, each car is provided with an annunciator to be operated by push button switches disposed at the floor landings in position to be operated by the waiting passengers at the landings. The annunciator in car A is designated by the numeral 21; that in car B by the numeral B21.

The floor push-button switches are designated as IUJ, ZUJ, 3UJ, and 4UJ for the up direction at the first, second, third and fourth floors, and as 5DJ, 4DJ, 3DJ, and ZDJ for the down direction at the fifth, fourth, third and second floors.

The fioor button switches are common to both cars; that is, there is only one button for each direction at each floor, regardless of the number of cars, and a waiting passenger needs to press only one button for the direction in which he desires to go in order to set up a stop signal in the nearest approaching car for that direction.

The annunciators in the cars may be of any suitable kind. The one shown in car A is provided with a plurality of small signal devices such as electric lamps for indicating the floors at which stops should be made to take on waiting passengers, there being one lamp for each direction for each of the intermediate floors and an up lamp for the lower terminal and a down lamp for the upper terminal. The signal lamps in the annunciator 2'! in car A are designated as IUT, ZUT, 3UT and 4UT, corresponding to the first, second, third and fourth floors in the up direction, and as EDT, 4DT, 3DT and 2DT, corresponding to the fifth, fourth, third and second floors in the down direction. The lamps for each floor are placed behind a single jewel. For instance, the lamps 4UT and 4DT for the fourth floor are placed behind the jewel 21a for the fourth floor, so that the lighting of either lamp will illuminate the jewel. When the jewel is illuminated on an up trip, the operator knows that he is being signalled to make an up stop at the fourth floor. On the other hand, when the jewel is illuminated on a down trip, the operator is being signalled for a down stop.

Associated with the floor push buttons are registering relays IUR, ZUR, 3UR and flUR for the up direction and 5BR, 4DR, 3DR and ZDR for the down direction. These relays operate to maintain a floor button circuit in its completed condition after its button is pressed until the stop signal is accepted by a car; that is, until a car attendant acknowledges the stop signal by pressing the stop button in his car for the corresponding floor to cause that car to stop when it arrives at that fioor.

With this system, the temporary operation of a floor button will register or, in other words, initiate and mainta n t circuit which will lig the corresponding stop signal lamp in the annunciator of the nearest approaching car for that floor and in the direction corresponding to the operated button and it will not be necessary to continue pressing the button after it is once operated to maintain the stop signal in the car. Also by reason of this system the signal lamp in the annunciator of the nearest approaching car in the desired direction will light as soon as the button is pressed.

When a waiting passenger at a floor presses a push button at that floor, thus lighting the stop signal lamp in the next car for that floor, and the attendant in that car, upon observing the lighted stop signal, presses the corresponding car button to cause the car to stop when it arrives at the floor where the passenger is waiting, it is desirable to have some means for informing the waiting passenger that the car attendant has recognized his stop signal and will make a stp for him. It is also desirable to indicate which car will make the stop so that the passenger may at once walk to the hatchway, door for that car and be prepared to enter the car as soon as it arrives and the doors open. To accomplish this purpose, I have provided a plurality of signal or indicating devices, preferably electric lamps, which are mounted outside of the elevator shafts at the floor landings. These lamps are usually known as floor lanterns.

Each of the top and bottom floors is provided with a single floor lantern for each car, the lanterns at the lower floor terminal to indicate the up direction and the lanterns at the upper fioor or terminal to indicate the down direction. Each of the intermediate floors is provided with a pair of lanterns for each car, one lantern .to indicate that the corresponding car is approaching for the down direction and will make a down stop at the fioor, and the other lantern for indicating that the car is approaching the floor for an up direction and will make an up stop. The responsive signal is given immediately upon the pressing of the car button by the car attendant, even though the car may be many floors away from the floor where the stop signal originated.

The floor lanterns for car A (Fig. 3) are designated as IUL, ZUL, 3UL and 4UL for the up direction at the first, second, third and fourth floors, and 5DL, lDL, 3DL and 2DL for the fifth fourth, third and second floors in the down direction.

In order to provide for the immediate illumination of the floor lanterns in response to the operation of the car button by the car attendant, so that the waiting passenger may step to the door indicated and be ready to board the car when it arrives, I have provided a plurality of response signalling relays which are individual to the cars and which are operated by the stop push buttons in the cars. The response signalling relays for car A are designated as M, N, O, P and Q.

It may be noted here that the registering relays IUR, 2UR, etc., also have contact members in the circuits of the response signalling relays to prevent their operation and consequently the operation of a signal light at a fioor when a car button is operated to stop a car if the push button at that floor has not been operated by a Waiting passenger. If this function were not pro vided, a plurality of cars might have their car buttons operated to stop them at a floor where a waiting passenger had pressed a button and the floor lanterns for all cars would be lighted,

thus confusing the Waiting passenger as to which car would be first to arrive and stop for him.

Each of the response signalling relays is provided with a cancellation coil which may be energized to restore the response signalling relays to their normal condition after they have been operated. The cancellation coils for the response signalling relays for car A are designated as MC, NC, OC, PC and QC.

When a waiting passenger at a fioor presses the push button to give a stop signal to an approaching car, it is desirable to have the stop signal given on the annunciator in the nearest approaching car for the desired direction but not affect the annunciators in the other cars. It is also desirable to so operate the response signalling relays that the car attendant may operate the stop buttons in the car, immediately upon receipt of a stop signal, to cause the car to make the desired stop, without waiting until the car gets within a predetermined distance of the floor at which the stop is to be made. That is, the car attendant may set the car for a stop and the system will automatically take care of making the stop when the car arrives at the fioor at which the stop is to be made.

In order to accomplish these purposes, I have provided a plurality of zone relays and zone feeding relays. The zone relays (Fig. 4) are common to both cars, are operated by the zone feeding relays and are designated as 2UZ, 3UZ and 4UZ for the up direction and ADZ, 3DZ and ZDZ for the down direction. The zone feeding relays are individual to each car and are operated in accordance with the position of the car, those for car A being designated as IUY, ZUY, 3UY and AUY for the up direction for the first, second, third and fourth floors and as SDY, lDY, SDY and ZDY for the down direction at the fifth, fourth, third and second floors.

The zone relays divide the up signal circuits and also the down signal circuits of the cars into a plurality of sections. For instance, the signal circuits represented by the conductors 43 and 44 leading to the stop signal lamps IU'I, etc., 45 in car A (see Fig. 3) are divided into sections by the contact members ZUZI, 2DZl, etc., of the zone relays.

The zone feeding relays control the zone relays and other contact members in such manner as to so connect the circuit sections that the shaft travel of all the cars is divided into as many effective up signal circuit zones as there are cars on the up trip and into as many effective down signal circuit zones as there are cars on the down trip.

The zone feeding relays, being operated in accordance with the positions of the cars, also assign the circuit zones to the several cars; that is, they assign one zone to each car. The efiective circuit zone assigned to any one car is that portion of the circuit in advance of that car up to the next car ahead of it. The effective zone for each car is elastic and keeps moving along with that car and the next car in front thereof, the length of the zone for any car being determined by the position of that car and the position of the next car ahead of it.

The zone feeding relays not only assign the zones to the cars but they also feed such zones after they are assigned; that is, they connect the assigned zones to a supply circuit in such manner as to prepare the relays, etc., in the zone circuit for energization.

After the attendant in the car acknowledges Cir a stop signal given by a waiting passenger at a floor; that is, after he has pressed the corresponding car button to stop his car in response to the stop signal when the car arrives at the floor, it is desirable to have some means for preventing any of the other cars in the system from receiving the same stop signal. I have provided such a means in the form of a plurality of preventing relays designated as UK, ZUK, 3UK and GUK for the up direction for the first, second, third and fourth floors, and SDK, 4DK, 3DK, and 2DK for the down direction for the fifth, fourth, third and second floors. The preventing relays are common to both cars and are operated by the response signalling relays that are indi-- vidual to each car.

In order that certain circuits may be conditioned for operation only when car A is moving upwardly and other circuits may be conditioned for operation only when car A is moving downwardly, I have provided an up direction preference relay W and a down direction preference relay X, which relays operate in accordance with the direction in which the car is operated.

In order that the various circuits for the push buttons, floor lanterns, relays, etc., may be connected in accordance with the position of the cars with respect to the fioors past which they operate, the car A is provided with a floor selector SE and the car B with a floor selector BSE. The floor selectors may be of any suitable type such as are usually employed in elevator systems, and may be located at any suitable point such for example as in the penthouse or in the elevator shafts.

The floor selector SE for car A is provided with a set of up contact segments and a set of down contact segments (Fig. 2) which are arranged according tothe floors and which are disposed to be engaged by cooperating brushes 30 to 31, inclusive, mounted upon and insulated from a movable arm SM.

The movable arm SM is operated in accordance with the movements of car A by means of a screw shaft 38 that may be driven by some part of the operating mechanism of the car. A frictional engagement between the arm SM and its operating screw 38 will cause the arm tobear upon the up contact segments when the car is traveling upwardly and upon the down contact segments when the car is traveling downwardly. It will be understood that the arm will tilt from one side to the other when the direction of operation of the car is reversed.

However, in the present system, when the car is at a terminal, it is desirable to have the arm SM tilt to the opposite direction as soon as the car is conditioned to travel in the opposite direction without waiting until the car actually begins to move. For this purpose each floor selector is provided with a pair of electromagnets which tilt the floor selector arm for the up direction when the car is at the lower terminal upon the .cars up switch being closed, and to tilt the selector arm to the down direction when the car is at the upper terminal upon the cars down switch being closed. The electromagnets on the floor selector SE (Fig. 1) for car A are designated as 40 for the "up direction and 4| for the down direction.

The group of up contact segments designated as a under the brush 3!! (Fig. 2) are energized when stop calls are registered on the car stop buttons for the purpose of energizing the stopping relay S to stop the car on its up trip when it approaches a floor at which an up Stop is to be made.

The group of up contact segments designated as b under the brush 3| completes the circuits for cancelling or restoring the response signalling relays when a stop is completed.

The group of up contact segments a under the brush 32 are energized by the response signalling relays to cause the lighting of the floor lanterns when the car is to stop at theifloors for which car stop buttons have been operated.

The up contact segments designated as (I under the brush 33 serve to so connect the circuits to the zone feeding relays that these relays will be energized in accordance with the position of the car.

The contact segments on the down side of the floor selector are engaged by the down brushes 34, 35, 36 and 31 when the car is descending and correspond to the contact segments just described for the up direction, those marked e being the stopping segments, 1 the cancellation segments, g the down floor lantern segments, and h the down zone relay feeding segments.

The floor selector BSE for car B is similar to the one described for car A and inasmuch as the control system for car B is similar to that just described for car A, a detailed description of the control system for car B will be omitted.

It may be noted here that the spacing and positioning of the contact segments on floor selectors is an old art, and that the position of the segments cannot be selected until the height of a building, the distances between floors, etc. for a given installation are known. After these details are supplied, any mechanic acquainted with the art will be able to produce a satisfactory selector to connect the circuits of the cars in accordance with the floors past which they operate.

The invention may be understood best from an assumed operation of the apparatus illustrated in the drawings.

The switch 26 (Fig. 3) and the switch B26 (Fig. 5) are closed to start the motor generator sets of the cars. The switches 20 (Fig. 3) are closed to prepare-the control systems of both cars for operation.

The closing of the switches 20 connects the supply conductors L! to L6 inclusive to a suitable source of energy (not shown), thereby energizing the field winding 59 of the hoisting motor ll! of car A and the field winding Bl9 of the hoisting motor BIS of car B to prepare them for operation.

It will be assumed that car A is standing at the lower floor with its door open and that car B is standing at the third floor with its door open on a down trip.

Inasmuch as car B is standing at the third floor on a down trip its down direction preference relay BX is energized by a circuit extending from the supply conductor L+5 (Fig. 5) through the contact members BUPZ, the coil of relay BX and the contact members BW5 to the supply conductor L5. The down electromagnet B is in parallel with the coil BX and is, therefore, also energized for tilting the arm BSM to the down side of the floor selector BSE, causing its down brushes to engage the down contact segments on the floor selector. The energization of. the down direction preference relay BX also connects various circuits for the down operation of car B.

Inasmuch as car B is standing at the third floor on a down trip, the floor lantern B3DL at the third floor is lighted by a circuit extending from the supply conductor L+6 through the lamp B3DL, the contact segment B3g, brush B36 and the contact members B1 12 to the supply conductor L6. The downlamp B3DL for car B will remain lighted while car B stands at the third floor.

In this position of car B the zone feeding relay brush B31 for car B is in engagement with the down contact segment BSh, thereby energizing the zone feeding relay B3DY to close its contact members B3DYI B3DY2 and B3DY3. The closing of the contact members B3DY| energizes the zone relay 3DZ to cut off the signal circuits behind P car B. Hence that zone in the circuit for car B behind car B is an ineffective zone for car B. This is done by the opening of the contact members 3DZ4 (Fig. 5) and the opening of the contact members 3DZ2 (Fig. 3) in the circuits leading to the responsive signalling relays M, N and O and by opening the contact members 3DZI in the circuit leading to the stop signal lamp 3DT in car A, and by opening the contact members 3DZ3 (Fig. 5) leading to the signal lamp BSDT in car B.

The closing of the contact members B3DY2 of the energizing zone-feeding relay BilDY connects the signal circuit zone ahead of car B to the supply conductor L-G so that the operation of, a down floor button at a floor ahead of car B will light the stop signal. Hence that zone in the circuit for car B ahead of car B is an effective zone for car B.

The closing of the contact members B3DY3 connects the signal zone circuit of the response signalling relays BP and BQ to the supply con ductor L5 so that the attendant in car B can acknowledge all stop signals received by him and cause the lighting of the floor lanterns for car B at the floors where stop signals for car B have originated.

Turning now to a consideration of car A standing with its door open at the lower floor, it will be assumed that the car attendant presses the up direction push button UP to prepare the car for an up trip. However, the car will not start upwardly because the door is open and the open door contact members 50 prevent the control circuit from operating the motor to move' the car upwardly. It is to be understood that any one of the old and well known switch systems may be employed for starting the car and that the present push button system is illustrated merely for the sake of simplicity.

The closing of the contact members UPI of the up direction push button UP prepares a circuit for energizing the up direction relay U, which circuit will be completed when the doors are closed.

The operation of the up push button UP (Fig. 3) opens its contact members U1 2 thereby deenergizing the down direction preference relay X, which, in turn, closes its contact members Xi, thereby completing a circuit for energizing the up direction preference relay W to prepare the circuits of car A for the up trip. The circuit for relay W extends from the supply conductor L-+| through the contact members DP2, the coil of relay W and the contact members XI to the supply conductor L- Inasmuch as the down direction preference relay X has been deenergized to open its contact members X3 and the up direction preference relay W has been energized to close its contact members W3, the holding coils iCC, ZCC, 30C, 4C0 and ECG for the car buttons in car A have been deenergized to release all the push buttons operated on the down trip and have been reenergized so that on the up trip as a car push button is pressed inwardly, it will be held in that position by the corresponding holding coil until the car gets to the end of its up trip.

The coil of the electromagnet 40 which is in parallel relation to the coil of the relay W is also energized by the closing of the contact members XI of relay X to tilt over the floor selector arm SM, thereby prepared the floor selector of. car A for the up trip.

With the floor selector arm in the up position, the brush 32 engages the contact segment lo and thereby completes a circuit for lighting the up floor lantern IUL at the lower floor, which circuit extends from the supply conductor L+2 through the up lamp IUL, the contact segment lc, brush 32 and the contact members H2 to the supply conductor L-2, the contact members H2 being closed because the restoring relay H is deenergized on account of the car standing at the floor. Thus it is seen that the standing of a car at a floor will cause the lighting of the floor lantern at that floor for that car.

The contact brush 33 also engages the contact segment Id, thereby energizing the zone feed relay IUY by a circuit extending from the supply conductor L+2 through the coil IUY, contact segment l d and brush 33 to the supply conductor L-Z.

The closing of the contact members IUYI feeds the zone circuit represented by conductor 43 leading to the up lamps ZUT, etc. in the annunicator 21 in car A, that is, these contact members connect one side of the zone circuit 43 to the supply conductor L2.

The closing of the contact members IUY2 feeds the zone circuit represented by the con duct'or leading to the response signalling relays P, O, M, and N for car A; that is, it prepares these relays for operation when the car buttons are operated.

It will be assumed now that a waiting passenger at the third floor desirous of travelling upwardly, presses the up stop signal push button 3UJ at the third floor, in order to give a stop signal to the nearest approaching car in the up direction.

It will also be assumed that a down passenger waiting at the fourth floor presses the down button 4DJ to cause the giving of a stop signal for the fourth floor in the nearest approaching down car.

The pressing of the down push button 4DJ at the fourth floor energizes the stop call registering relay 4DR. by a circuit extending from the supply conductor L+3 through the down button 4DJ,

the coil of relay 4DR and the contact members 4DK2 to the supply conductor L3. The energization of the relay 4DR closes its contact members '4DR3, thereby establishing a holding circuit around the push button 4DJ and causing the registering relay 4DR to remain energized until the contact members 4DK2 are opened. In other "words, the down stop call at the fourth floor is new registered and will remain registered until a car answers it. Inasmuch as no car is above the down stop at the fourth floor, no circuit can 4) through the contact-members of button 3UJ the coil of relay 3UR. and the contact members 3UK2 to the supply conductor L-3.

7 or in other words stored up until it is finally answered by some car, regardless of the fact that the waiting passenger does not keep his finger on the push button 3UJ all the time.

The energization of the relay 3UR closes its contact members SURI, 3UR2, 3UR3, 3UR4 and 3UR5. The closing of the contact members 3UR3 completes a holding circuit around the push button 3UJ whereby the registering relay 3UR is maintained in energized condition until the contact members 3UK2 are opened.

The closing of the contact members 3UR| com pletes a circuit for lighting the stop signal lamp 3UT in car A, to indicate to the attendant in that car that he should stop at the third floor on his up trip. This circuit extends from the supply conductor L+2 to lamp 3UT, contact members BURi and 3UKl to circuit 43 and thence through contact members ZUZI and lUYl to the supply conductor L2.

It will be assumed now that the attendant in car A notices the lighting of the up lamp 3UT, indicating an up stop at the third floor and presses tl e car button 30 in response to the stop signal. The operation of the button 30 lights an up signal lantern for car A at the third floor to indicate to the waiting passenger that car A will make a stop for him; it prepares to automatically stop the car when it arrives at the third fioor and it prevents any other car from picking up or accepting the up stop signal for the third fioor.

The pressing of the car button 30 causes it to be held in by the energized holding coil 300. In this pressed position, the closed contact members of the button 3C energize the stopping contact segment 3a for the third fioor and also complete a circuit for energizing the response signalling relay 0, which circuit extends from the supply conductor L+| (Fig. 3) through the contact members of push button 30, the coil of response signalling relay 0, conductors 41 and 48, contact members W6 and 3UR2 to the signal circuit it and the contact members 2UZ2 and IUYZ to the supply conductor L-l.

The energization of the response signalling relay 0 causes it to close its contact members 03 (adjacent the coil 0) thereby completing a selfholding circuit for itself and causing it to remain energized until the restoring coil 0C is energized to restore it to its normal condition.

The closing of the contact members OI of relay 0 completes a circuit for lighting the up fioor lantern ZUL for car A at the third floor, which circuit extends from the supply conductor L+2 through lamp 3UL and contact members 0 l, conductor i9 and contact members W2 to the supply conductor L2. Thus, it is seen that the floor lantern at the third fioor for car A is lighted as soon as the car attendant presses the corresponding stop car button and thereby indicates to the waiting up passenger at the third floor that his call has been acknowledged, that a car will stop for him and which door the car will stop at so that he may at once step to that door and be ready to board the car when it arrives and the door opens.

The energizing of the relay 0 also closes its contact members 04, thereby energizing the preventing relay SUK by a circuit extending from the supply conductor L+3 (Fig. 4) through the contact members 04 and W10 and the coil 3UK. to the supply conductor L3. The energization of relay SUK operates to prevent any other car from receiving the up stop signal registered for the third floor and accepted by car A. To do this, the energized relay SUK opens its contact members 3UKE (Fig. 5) in the circuit leading to the up signal lamp BiiUT in the annunciator B21 of car B. Thus it will be seen that even though car 3 should pass car A on the way to the third floor, the up stop signal lamp for the third floor cannot be lighted in car B.

The energization of relay 3UK also opens its contact members EUK! (Fig. 3) in the circuit to the up stop signal lamp 3UT in car A, thereby extinguishing that lamp.

The energization of the relay 3UK also opens its contact members 3UK2, thereby deenergizing the registering relay EUR and restoring it to its normal condition. However, relay 3UR cannot be reenergized until the call is answered, because the contact members 3UK2-will remain open until the call is answered.

It will be assumed now that the car attendant starts the car to make an up trip by closing the car door (not shown). Inasmuch as the car attendant has already closed the up switch UP, the closing of the car door and, therefore, the door and gate contact members 55 completes a circuit for energizing the up direction switch U to move the car upwardly. This circuit extends from the suppiy conductor L-i-i (Fig. 3) through the contact members UPI of push button switch UP, the coil of up direction switch U, the contact members D5 and F2 and the door contact members 5i! to the supply conductor L-l. The energization of the up direction switch U closes its contact members Ul, U2, U3, U5 and U6 and opens its contact members U4, to effect the upward movement of the car.

The closing of the contact members U5 completes a self-holding circuit around the contact members UPl of button UP for the coil of up direction switch U, thereby maintaining that switch in an energized condition until the stopping inductor relay opens its contact members F2.

The closing of the contact members U5 and U2 energizes the separately excited field winding 23 of the generator 22, by a circuit extending from the supply conductor L-l-I through the contact members Ul, the separately excited field winding 23, the contact members U2 and resistor RM to the supply conductor L l.

The closing of the contact members U3 completes a circuit for energizing the brake magnet 6 to release the brake 5 by a circuit extending from the supply conductor L+l through the contact members U3 and the coil of electromagnet 5 to the supply conductor L-I. The closing of the contact members U3 also completes a circuit through the restoring relay H which is in parallel with the brake magnet 6.

The restoring reiay H upon being energized closes its contact members HI, thereby preparing the circuits of the decelerating and stopping inductor relays E and F for energization when a stop is to be made.

The opening of the contact members H2 of relay H extinguishes the up lamp IUL at the first floor.

The opening of the contact members U4 of the up switch U interlocks the circuit for the down direction switch and prevents energization of that switch while car A is being operated upwardly.

Inasmuch as the field winding 23 is energized and the brake 5 is released by the energization of the brake magnet the generator 22 supplies current to the hoisting motor is which, in turn, operates the hoisting drum !3 to raise the car in the hatchway (not shown). The energization of the up direction switch U also closes its contact members Us, thereby energizing the high speed relay V by a circuit extending from the supply conductor L-l-l through the contact members U6 and El and the coil V to the supply conductor L-i.

The energization of the high speed relay V closes its contact members VI to eliminate the resistor R24 from the circuit of the field Winding 23 of the generator 22, thereby causing the variable voltage system to operate the car at high speed.

The car now starts upwardly and in so doing causes the floor selector arm SM to move upwardly on the floor selector, thereby moving the brush 39 up along the row of contact segments a. As car A comes within a suitable predetermined distance of the third floor, the brush 30 engages the contact segment 3a energized by the car button 3C and thereby completes a circuit for energizing the stopping relay S, which circuit extends from the supply conductor L+| through the contact members of push button 3C, the contact segment 3a, brush 3%), conductor 5! and the coil of relay S to the supply conductor Ll. The energized stopping relay S closes its contact members SI, thereby completing a circuit for energizing the decelerating inductor relay E to decelerate the car as it moves closer to the third floor. The circuit for this relay extends from the supply conductor L+l through the coil E and thence through the contact members SI and Hi! to the supply conductor L- l.

Inasmuch as the inductor maintaining relay G is in parallel with the coils E and F, it is also energized by the closing of the contact members SI and thereupon closes its contact members G! to provide a self-holding circuit for the inductor relays E and F until the car is stopped and the contact members HI opened as a result thereof.

As the car approaches closer to the third fioor the energized inductor relay E passes the up high speed inductor plate UE for the third floor and is thereby caused to open its contact members El, thus deenergizing the high speed relay V which, in turn, opens its contact members Vi and thereby reinserts the resistor R24 in the circuit of the generator field winding 23 to decelerate the car from its high speed to its stopping speed.

The deenergization of the high speed relay V also cleses its contact members V2 thereby energizing the stopping inductor relay F. The stopping inductor relay F is now energized and will be operated to bring the car to a step at the third floor as soon as it comes opposite the inductor plate UF.

At this time the brush 36 runs oiT the energized stopping contact segment 3a (Fig. 2) and thereby deenergizes the stopping relay S and restores it to its normal condition.

As car A approaches still more closely to the third floor at its stopping speed, the inductor relay F comes opposite the inductor plate UF for the third floor and is thereby operated to open its contact members F2, thus deenergizing the up direction. switch U.

The deenergization of the up direction switch U opens its contact members UI and U2 to deenergize the generator field 23; and opens its contact members U3 to deenergize the brake magnet 6 and the inductor restoring relay H.

The deenergization of the field winding 23 and the application of the brake 5 by the deenergization of the brake magnet 6 causes the car to stop level with the third floor; and the deenergization of the relay H opens its contact members H! to deenergize and restore the inductor locking relay G, the decelerating inductor relay F and the stopping inductor relay E so that they will not be effective. to stop the car in its future operation until the stopping relay S is again energized to effect the stopping of the car.

The deenergization of the relay H also closes its contact members H3 and thereby completes a circuit for energizing the restoring coil QC on the relay 0 to return that relay to its normal condition. This circuit extends from the supply conductor L+l through the contact members H3, brush 3| now on contact segment 3b, contact segment 3 to the coil OC, conductor 41, contact members 03, and conductors 52 and 53 to the supply conductor L-I.

The deenergization of the response signalling relay 0 opens its contact members 04, thereby I deenergizing the preventing relay 3UK and returning it to its normal condition, in which condition it closes its contact members 3UK| to restore the circuit of the up stop signal lamp BUT in car A and closes its contact members 3UK3 I (Fig. 5) to restore the circuit for the up stop signal lamp B3UT in car B. The restored stop signal lamps are again ready for operation in their proper order under normal conditions. The contact members 3UK2 also close to render the registering relay SUR, efiective for the registration of stop calls.

Inasmuch as car A is now stopped at the third floor, the car attendant may open the door, permit the waiting passenger to enter and then reclose the door.

Bvthe above operation, it is seen that the pressing of a floor call button immediately gives a stop signal in only the nearest approaching car; that the attendant in that car may set the car stop button at once upon getting the stop signal regardless of how far away the car is from the floor at which the stop signal originates; that the operation or setting of the car button corresponding to the signalled floor will immediately acknowledge receipt of the stop signal by lighting the floor lantern of that car at that floor, will cancel the registered stop signal and extinguish the stop signal light in the car and maintain such cancellation and extinguishment until the car answers the call, will stop the car when it arrives at the floor and will also prevent any other car from picking up the stop signal or accepting it. By the term nearest approaching car, I mean the nearest car which is in position or will be in position to make a stop at the floor for the direction of the stop signal after receiving and accepting that stop signal.

It will be assumed that the car attendant then operates the up push button UP to start the car upwardly. This operation energizes the up direction switch U, which, in turn, energizes the generator field winding 23, the brake magnet 6, the inductor restoring relay H and the high speed Lil email;-

any V in the same manner as when the car was moved upwardly from the first floor.

The energization of the inductor restoring relay H opens its contact members H2, thereby opening the circuit to the up lantern 3UL for car A at the third floor, thus extinguishing that lantern. Car A is now moving upwardly toward the upper terminal and it is to be understood that it may be stopped at the upper terminal by a system embodying the old and well known terminal limit switches or by any other suitable means. For convenience in the present system, I have applied the car button stopping system to the terminal fioors as well as the other floors. Hence, as car A moves upwardly, the car attendant presses the car button 50 to cause the car to slow down and stop at the fifth floor. The pressing of the button 5C causes it to close its contact members and remain in by reason of the energized condition of the holding coil SCC. The closing of the contact members of the button 50 energizes the stopping segment 5a, but inasmuch as the floor push buttons at the fifth fioor have not been operated, the contact members EDRZ of the registering relay 5BR are open in the circuit to the response signalling relay M and, therefore, relay M is not energized by the pressing of the push button 5C.

Inasmuch as the response signalling relay M is not energized, the floor lantern 5DL at the fifth floor for car A is not lighted.

It will be assumed, however, that after the car attendant presses the car button BC in car A to stop the car at the fifth floor, a waiting passenger at the fifth floor, not knowing that the car button had been pressed to stop the car at that floor, presses the push button 5DJ at the fifth floor landing.

The pressing of the button 5DJ closes its contact members, thereby energizing the stop call registering relay SDR by a circuit extending from the supply conductor L+3 (Fig. 4) through the contact members of push button 5DJ, the coil 5DR. and the contact members 5DK2 .to the supply conductor L3. The energization of the relay 5DR closes its contact members 5DR3, thus providing a self-holding circuit for itself around the contact members of the push button 5DJ. The stop call at the fifth fioor is now reg istered; that is, it will be held until it is answered by a car.

The closing of the contact members 5DR2 of the energized relay 5BR energized the response signal relay M by a circuit extending from the supply conductor L+l through the floor button 5C, the coil M, the contact members W4, 5DR2 and 4UY2 to the supply conductor LI.

It should be understood that the response signal relay M is energized as soon as the floor button 5DJ is pressed, because of the already existing registered stop call on the car button 50 which closed the contact members of the push button 5C leaving the only gap in the circuit for the relay M to be closed by the contact members SDRZ of the stop call registering relay for the floor button at the fifth floor.

The energized relay M closes its contact members Ml thereby lighting the fioor lantern 5DL at the fifth floor for car A to indicate to the waiting passenger which car will stop for him so that he may at once step to the door of that car and be ready to enter it when it arrives and opens the door for him.

The energized response signalling relay M closes its contact members M3, thereby energizing the preventing relay 5DK (Fig. 4) by a circuit extending from the supply conductor L+3 through the contact members M3 and W8 and the coil 5DK to the supply conductor L3.

The energization of the preventing relay SDK 5 opens its contact members 5DK2, thereby deenergizing the registering relay 5BR. Although the registering relay SDR is restored to its deenergized condition, it cannot be reenergized by pressing the button 5DJ at this time because the contact members 5DK2 are still open and prevent the completion of the energizing circuit for relay 5BR. The registering relay will remain in this condition until the car stops at the fioor.

The energized preventing relay 5DK opens its 15 contact members 5DK| (Fig. 3) in the circuit of the stop signal lamp 5DT in car A to extinguish that lamp and prevent its re-operation for the fifth floor.

The energized preventing relay 5DK also opens its contact members 5DK3 (Fig. 5) in the circuit leading to the stop signal lamp B5DT to prevent car B from picking up the stop signal for the fifth floor if it should pass car A.

From the above, it is seen that the pressing of the floor button after the nearest car approaching for that direction for that floor has already registered a car button stop call for that floor, gives an immediate response signal to the waiting passenger indicating which car will stop.

It is also seen that the attendant in the car uses the same car button to stop the car at a floor regardless of whether the stop call comes from a passenger in the car or from a passenger at the floor.

As car A continues toward the fifth floor, the stopping brush engages the energized stopping segment 5a, thereby energizing the stopping relay S through a circuit extending from the supply conductor L-I-l through the contact members of car button 50, contact segment 5a, brush 30, conductor 5| and the stopping relay S to the supply conductor Ll.

The energization of the stopping relay S opens its contact members SI to cause the energization of the inductor relays and subsequent operation by the inductor plates for the fifthfloor and stopping of the car at the fifth floor in the same manner as has been described in stopping the car at the third floor.

As the car arrives at the fifth floor, the cancellation brush 3| engages the cancelling contact segment 5b, thereby completing a circuit for energizing the restoring coil MC of the response signal relay M, which circuit extends from the supply conductor L+l through the contact members H3, brush 3|, contact segment 55, contact segment 5 restoring coil MC, the contact members M2 and conductor 53 to the supply conductor L l.

The energization of the coil MC deenergizes the coil M and restores it to its normal condition. The deenergization of the relay M opens its contact members M3 in the circuit of the preventing relay 5DK, thereby deenergizing that relay which, in turn, closes its contact members 5DKI, 5DK3 and BDKZ to restore the circuits of the stop signal lamp BDT in car A, the stop signal lamp B56! in car B and the registering relay BDR for the fifth floor to their normal condition.

It is now assumed that the car attendant in car A opens the door to permit the loading and unloading of passengers and then presses the down push button DP to prepare. the car for a down trip.

The closing of the contact members DPI of the down direction push button DP prepares a circuit for energizing the down direction switch D, which circuit will be completed when the doors are closed.

The. pressing of the down push button DP opens its contact members DPZ, thereby deener- 'gizing the, up direction preference relay W,

which, in turn, closes its contact members WI, thereby completing a circuit for energizing the down direction preference relay X to prepare the circuits of car A for the down trip. This circuit extends from the supply conductor L-l-i through the closed contact members UP2 of push button UP, the coil X and the contact members WI to the supply conductor L I.

Inasmuch as the up direction preference relay W has been deenergized to open its contact memmers W3 and the down direction preference relay X has been energized to close its contact members X3, the holding coils ICC, C, C, 4G0 and 5C0 for the car buttons in car A have been deenergized to release all the push buttons operated on the up trip and have been reenergized so that on the down trip as the push button is pressed inwardly, it will be held in that position by the corresponding holding coil until the car gets to. the end of its down trip.

The coil of the electromagnet 4| which is in parallel relation to the coil of the relay X is also.

energized by the closing ofthe contact members WI of relay W to tilt thefioor selector arm SM from its up trip position to its down trip position, thereby preparing the floor selector for the down trip.

With the floor selectorarm SM in the down position, the brush 36 engages the contact segment 5g and thereby completes a circuit for maintaining the floor lantern 5DL at the fifth fioor in a lighted condition while thecar stands at that floor, This circuit extends from the supplyconductor L+2 (Fig. 3) through the down lamp EDL, contact segment 5g, brush 36. and the contact members 1-12 to the supply conductor L2.

Also the down contact brush 31 engages the down zone feeding contact 5h, thereby energizing the down zone feed relay EDY by a circuitextending from the supply conductor L+2 through the coil EDY, the contact segment 5H and brush 3'! to the supply conductor L-2.

The closing of the contact members 5DYlfeedsthe zone circuit represented by conductor 44 leading to the down lamps 4DT, etc., and the annunciator in car A; that is, these contact members connect one portion of the zone circuit 44 to the supply conductor L-Z, thus preparing that zone circuit for operation. Inasmuch as the down call at the fourth floor is registered and is awaiting the approach of a down car, the closing of the contact members 5DYl feeding the down zone circuit for car A causes the down signal lamp 4DT in carA to be lighted by a circuit extending from the supply conductor L-l-2 to the lamp 4DT. and the contact members ADRI, 4DK| and SDYI to the supply conductor L-2. The lighting of the lamp 4DT notifies the attendant in car A that a waiting passenger at the fourth floor desires him to make a down stop at that floor.

t should be observed at this point-that the circuit which was prepared for the lamp 4DT by the closing of the contact members 4BR! on the registering relay "iDR could not be completed through any other portion of the zone circuit 44.

because the. zone relay contact members 4DZl were open in conductor 44 as a result of car B standing at the third floor on a down trip.

The energization of the zone feeding relay 5DY also closes its contact members 5DY2, thereby feeding the. zone circuit represented by the conductor 45 leading to the response signalling relays M, O, P and Q. for car A.

It will be assumed that the operator upon noticing the lighting of the stop signal lamp 4DT indicating a down stop at the fourth floor, thereupon presses the push button in the car to notify the passenger that his call has been accepted, and. which car will make the stop for him and also to. stop the car when it arrives at the fourth fioor.

The pressing of the. car stop button 4C energizes the. stopping contact segment 4e and also completes. a circuit for energizing the response signalling relay N, which circuit extends from the supply conductor L+l (Fig. 3) through the contact members of. push button 40, the coil of response signalling relay N, conductor 54, contact members X4, 4DR2 and 5DY2 to the supply conductor L I The energization of the response signalling relay N closes-its contact members N3, thereby completing a self-holding circuit for itself and causing the coil N to remain energized until the restoring coil NC is energized to restore it to its normal condition.

The closing of the contact members N2 of relay N completes a circuit for lighting the down floor lantern 4DL for car A at the fourth floor, which circuit extends from the supply conductor L+2 through lamp 4DL and the contact members N2 and XZ tothe supply conductor L-2. Thus, it is seen that the down fioor lantern at the fourth floor for car A is lighted as soon as the car attendant presses-the corresponding stop car button and. thereby indicates to the waiting down passenger-at the fourth floor that his call has been acknowledged, that a car will stop for him, and which door the car-willstop at so that he may at once step to that door and be ready to board the car when'it arrives and the door opens.

It will be noted that in this illustration of my invention, the zones do not extend around the corner, so to speak; that is, the up trip is divided into a number of zones and the down trip is divided into a number of zones but no zone includes portions ofboth-the up and the down trips. If desired, this system may be readily constructed to extend the zones around the corner as shown in the copending patent application of Edgar M. Bouton and myself, filed September 9, 1933, Serial No. 688,784 and assigned to the Westinghouse Electric Elevator Companyto which reference may be had for further details.

The. energization of the relay N also closes its contact members N4, thereby energizing the down preventing relay-4DK by a circuit extending from the supply conductor L+3 (Fig. 4) through the contact members-N4, the contact members X8 and the coil 4DK to the supply conductor L-3.

The energization of the relay 4DK operates to prevent any other car from receiving the down stop signal registered for the fourth fioor and accepted by car A. To do this, the energized relay 4DK opens its contact members 4DK3 (Fig. 5) in the circuit leading-to the down signal lamp B4DT in the annunciator of car B. Thus, it will be seen that even though car Bshould come to the fifth floor or pass car A, the down signal lamp for the fourth floor cannot be lighted in car 13.

ill

The energization of the relay IDK also opens its contact members 4DKI (Fig. 3) in the circuit to the down signal lamp 4DT in car A, thereby extinguishing that lamp.

The energization of the relay 4DK opens its contact members 4DK2 in the circuit of the stop signal registering relay IDR, thereby deenergiz' ing that relay and preventing its reenergization until the car stops at the fourth floor.

It will be assumed now that the attendant in car A closes the car door (not shown) thereby closing the door contact members 59 and thus completing a circuit for energizing the down direction switch D to move the car downwardly. This circuit extends from the supply conductor L-|.-I through the contact members DPI of down switch DP, the coil of down switch D and the contact members U4, FI, and 50 to the supply conductor L-I. The energization of the down direction switch D closes its contact members DI, D2, D3, D4 and D5 and opens its contact members D5, to efiect the downward movement of the car.

The closing of the contact members D4 completes a self-holding circuit for the down switch D.

The opening of the contact members D5 pre vents energization of the up direction switch U while the car is being operated downwardly.

The closing of the contact members DI and D2 energizes the separately excited field winding 23 and the generator 22 by a circuit extending from the supply conductor L+I through the contact members D2, the winding 23, the contact members DI and resistor R24 to the supply conductor L-I.

The closing of the contact members D3 completes a circuit for energizing the brake magnet 6 to release the brake 5 and to also energize the inductor restoring relay H.

The restoring relay I-I upon being energized closes its contact members HI thereby preparing the circuits of the decelerating and stopping relays E and F for energization when a stop is to be made.

The opening of the. contact members H2 of the energized relay H extinguishes the down lamp EDL at the fifth floor.

Inasmuch as the field winding 23 is energized and the brake 5 is released, the generator 22 supplies current to the hoisting motor I8, which, in turn, operates the hoisting drum I3 to lower the car in the hatchway.

The energized down direction switch D also closes its contact members D3, thereby energizing the high speed relay V, which, in turn, closes its contact members VI to eliminate the resistor R24 from the circuit of the field winding 23 of the generator, thereby increasing the speed of the car.

The car now moves downwardly and in so doing causes the floor selector arm SM to move downwardly on the floor selector, thereby bringing the down stopping brush 34 into engagement with the energized down stopping contact segment 4e, thereby completing a circuit for energizing the stopping relay S to stop the car at the fourth floor, which circuit extends from the supply conductor L+ I through the contact members of the car button 4C the contact segment 4e, brush 34 and the coil of stopping relay S to the supply conductor LI.

The energized stopping relay S closes its contact members SI, thereby completing a circuit for energizing the decelerating relay E to decelerate the car as it moves closer to the fourth fioor. The circuit for this relay extends from the supply conductor L+I through the coil E and the contact members SI and HI to the supply conductor LI.

The inductor maintaining relay G is also energized as heretofore described, thus closing its contact members GI to provide a self-holding circuit for the inductor relays.

As car A approaches closer to the down stop at the fourth floor, the energized inductor relay E passes the down high speed inductor plate DE for the fourth floor, thereby opening its contact members E2 and thus deenergizing the high speed relay V, which, in turn, opens its contact members VI and thereby reinserts the resistor BM in the circuit of the generator field winding '23 to decelerate the car from its high speed to its stopping speed.

The deenergization of the high speed relay V also closes its contact members V2, thereby energizing the stopping inductor relay F, which may now be operated to bring the car to a stop.

At this time the brush 34 runs off the stopping contact segment 4e (Fig. 2) and thereby deenergizes the stopping relay S and restores it to its normal condition.

As car A approaches still more closely to the fourth fioor, at its stopping speed, the stopping inductor relay F comes opposite the down inductor plate DF for the third fioor and is thereby operated to open its contact members F2, thus deenergizing the down direction switch D.

The deenergization of the down direction D opens its contact members DI and D2 to deenergize the generator field winding 23; and opens its contact members D3 to deenergize the brake magnet 6 and the inductor restoring relay H.

The deenergization of the field winding 23 and the application of the brake 5 by the deenergization of the brake magnet 6 causes the car to stop level with the second floor and the deenergization of the relay H opens its contact members HI to deenergize and restore the inductor locking relay G, the decelerating inductor relay F and the stopping inductor relay E so that they will not operate to stop the car until relay S is again energized.

The deenergization of relay H also closes its contact members H3 and thereby completes a circuit for energizing the restoring coil NC on the relay N to return that relay to its normal condition. This circuit extends from the supply conductor L+I through the contact members H3, brush 35, contact segment 4), the coil NC, conductor 54, contact members N3 and conductors 52 and 53 to the supply conductor L-I.

The deenergization of the response signalling relay N opens its contact members N4, thereby deenergizing the preventing relay 4DK and returning it to its normal condition. The deener gized relay IDK closes its contact members 4DKI to restore the circuit of the stop signal lamp DT in car A, and closes its contact members 4DK3 (Fig. 5) to restore the circuit for the stop signal lamp B iDT in car B. The restored stop signal lamps are again ready for operation in their proper order under normal conditions. The energization of relay lDK also closes its contact members 4DK2 to restore the registering relay 4DR. to its normal condition.

Inasmuch as car A is now stopped at the fourth floor on a down trip, the car attendant may open the doorfor the waiting passenger to enter the car.

Referring back to the point in the operation of car A where it left the ground floor, it will be recalled that the zone feeding relay IUY was energized by the position of the brush 3-3 on contact segment Ed. As car A moves up to the second floor, the contact brush 33 moves out of engagement with segment Id and into engagement with the contact segment 2d. thus deenergizing zone feeding relay EUY and energizing zone feeding relay ZUY.

The deenergization of the zone feeding relay lUY opened itscontact members I'UYI leading to the up zone conductor 4.3 for car A in connection with the up. stop signal lights in car A, and the openin of the contact members lUYZ" opened the feed circuit to the zone circuit it. The energization of the zone feeding relay 2:U.Y closed its contact members leading to that section of the zone circuit above the contact members EUZi of the zone relay 2.132. The closing of the contact members 2U'Y3 (Fig. 4) closed the circuit to the zone relay ZUZ', which energized that relay and caused it to open its contact members ZUZl.

Therefore, with car A at the second floor and with the contact members ZUZI open and the contact members ZUYI; closed, my stop signal calls for floors above the second floor could be received car A but calls below the. second floor could. not be received by car A. With car'A stand ing at the second floor, the effective zone for receiving stop signal calls by car A extended. in front of that car up to the uppermost terminal because no car was stationed above car A. Thus the zone above car A may be called the effective zone and the zone below car A may be called the ineffective zone.

On the other hand, the effective signal zone for car 13 standing on a down trip at the third floor extended down to and included the first floor but could not extend to car A at the second floor, because the floor selector arm BSM of car Bv was in a down position and not in an up position.

It should also. be noted. that the deenergized condition of zone feeding relay tUY opens its eontact members IUYZ in the zone circuit 45 leading to the response signalling relays and that the energized condition of zone feeding relay 2DY has energized the zone relay ZUZ which opens its contact members BUZZ in the zone circuit d8, thereby cutting off the response signalling relays for car A below the third floor.

As car A moved from the second floor to the third floor, the zone feeding relay ZUY was deenergized and the feeding relay EUY was energized by the zone feeding brush 33 moving from the contact segment 20! to the contact segment 311. In this position of car A, its signal zonenow extends from car A at the third floor up to and including the upper terminal. Similarly, as the car advances to thefoultth and fifth floor, the signal zone for car A advances with it and the signal circuit below it is cut off by the operation of the zone feeding relays UY and the zone relays UZ.

Returning now to a consideration of car B standing at the third floor on a down trip, it will be assumed that a waiting passenger at the lower terminal, desirous of making an up trip, presses the up floor button I'UJ to give a stop signal in the nearest approaching car.

The operation of the button lUJ closes its contact members and, thereby energizes th registering relay IUR by a circuit extending from the supply conductor L+3 through the contact members of button iUJ, the coil IUR, and the contact members IUK2 to the supply conductor L-3.

The energization of the, registering relay IUR closes its contact members IUR3 and thereby provides a self-holding circuit for itself.

The energization of relay IUR; closes its contact members l UR-l inthe circuit leading to the stop signal lam-plUT in car A at the fourth floor but that stop signal fails to light because the zone contact members SDZI and the zone feeding relay contact members 3DYI and 2DYI- are open, by reason of the position of car A at the fourth floor, and, therefore, nocurrent can feed to the stop signal lamp IUT. Thus the signal lamp lUT' in car A for the lower terminal does not light and it is the zone system that prevents it from lighting because car B at the third floor is the nearest approaching car to the registered stop signal at floor i.

The energization of the relay IUR also closes its contact members I UR2 in the circuit leading to the response signalling relay Q of car A but no circuit can be completed through relay Q by reason of the fact that the zone relay contact members 3DZ2 are open and the zone feeding relay contact members 3DY2 and 2DY2 are open, thus preventing any current from flowing through the relay Q even if the button IC in car A were operated".

It may be noted here that as a result of this system if any other car than the nearest approaching car to a stop signal operates a car button to stop at the same floor asthe, stop: signal, the operated car button will not be able to energize its response signalling relayfor the stop signal floor and, therefore, will not be able to light its corresponding lantern as it approaches that floor. However, its floor lantern will lightwhen it comes to rest at the floor.

In View of the above, it is seen that the stop signal registered at floor I cannot get through to car A which is behind car B on account of the signal zone system.

Referring again to the energization of relay lUR, this conditon causes it to close its contact members [UB5 in the circuit leading to the response signalling relay BQ and inasmuch as the contact members 21324 and BtDY3 are closed by reason of the position of car A, the response signalling relay BQ for car B can be energized by operation of the push button BIC in car B.

The energized relay' I'UR closes its contact members IUR4 in the circuit leading to the stop signal lamp BIUT incar B and thereby energizes and lights that lamp through a circuit extending from the supply conductor L+ 5, the lamp-BlUT, contact members [UB4 and IUK3, the contact members 2DZ3 and conductor 59 and contact members B3DY2- to the supply conductor L-S.

The lighting of the stop signal lamp BlUT in car B notifies the attendant in that car that a passenger wants a car at floor I. Thereupon the car attendant in car- B at once presses his car button BiC to acknowledge the receipt of the stop signal to take over the stop call for that floor, to light the lantern for car B at that floor to indicate to the waiting passenger which door he should go to in order to board the car when it arrives, and also to stop the car when it arrives at door I.

The pressing of the button BIC energizes the stopping contact segment Ble and also the responsesignalling relay BQ'by a circuit extending from the supply conductor L+5 (Fig. 5) through iii

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