US2066909A - Elevator system - Google Patents

Description

Jan. 5, 1937. E. M. BOUTON ET AL 2,066,909

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ELEVATOR SYSTEM Filed July 24, 1934 8 sheetssheet '7 WITNESSES I I INVENTORS- Edgar-M Baufon and rd W W FEa/ne ATT NEY Jan. 5, 1937. E. M. BOUTON ET AL ELEVATOR SYSTEM Filed July 24, 1954 8 Sheets-Sheet 8 INVENTOR 5. Edgar/7&u7qn and A///// am l. ames.

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mo RNEY Patented Jan. 5, 1937 UNITED STATES PATENT OFFEQE ELEVATOR SYSTEM Application July 24, 1934, Serial No. 736,672

24 Claims. (01. 18729) Our invention relates to signal and control systems for elevators and more particularly to signal and control systems for a plurality of cars operated as a group.

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

Another object is to cause the stopping of any car to take on a prospective passenger to be directly responsive to the action of the passenger in pressing the button to make a car stop for him.

Another object is to provide a system in which a passenger stop call will stop only one car of a bank of cars and that car will be the nearest car approaching in the direction in which the passenger desires to travel.

A further object is to provide a system in which the nearest car approaching a floor will light its floor lantern for that direction at that floor to indicate to intending passengers at the floor that, if they wish that car to stop for them, they should press the button for that car, there being a button for each car.

A still further object is to provide an elevator system by which an approaching passenger will know at once the elevator door for the next approaching car so that he may at once go to that door, press its car-stopping button and be ready to step on the car as soon as the door opens.

Another object is to provide a system in which each car has its own floor lanterns and its own push buttons and the nearest approaching car to the floor will automatically light its floor lantern and render the floor push button corresponding to that floor landing effective for operation, so that if the button is pressed after the floor lantern is lighted, it will cause the car to stop at that floor.

Another object is to provide a signal and control system which will inherently tend to keep the cars of a group properly spaced to obtain more efiicient handling of the passengers.

t is also an object to provide for indicating to the intending passenger when the attendant in the car is by-passing the floor at which the passenger is waiting so that the passenger may know to take the next car and give no further attention to the by-passing car.

For a better understanding of the invention, reference may be had to the accompanying drawings, in which- Figure 1 is a diagrammatic representation of an elevator installation of a bank or group of cars embodying our improved signal and control system;

Fig. 2 represents the arrangement of the contact segments and contact brushes on a floor 5 selector such as is included in Fig. 1;

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 employed in operating the cars shown 10 in Fig. 1; and,

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

The illustration of the relays in Figs. 3A, 4A l5 and 5A show them with their coils and contact members disposed in horizontal alignment with their positions in the straight line circuits of Figs. 3, 4 and 5 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 coil and its contact members in the straight line" circuits.

For convenience in reading the drawings, Fig. 4 should be placed under Fig. 3, Fig. 5 under Fig. 4, 25 Fig. 3A beside Fig. 3, Fig. AA beside Fig. 4 and under Fig. 3 and Fig. 5A beside Fig. 5 and under Fig. 4A.

Also, for convenience, the main relays included in the system are designated as follows:

C=Stop push buttons in car A CC=I-Iolding coils for stop buttons in car A D:Down direction switch for car A Ezlnductor relay for decelerating car A F lnductor relay for stopping car A 35 G=Inductor maintaining relay for car A H=Inductor restoring relay, car A J=F1oor push buttons for car A K=Voltage relay for car A M=Start buttons in car A N=By-pass relay for car A P=Preventing relays for car A Q=Cancellation coils on floor registering relays, car A R=Registering relays for car A floor buttons S=Car button relay for car A T=Floor button stopping relay for car A U:Up direction switch for car A V=I-Iigh 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 all cars.

The relays for car B are given the same designation as those for car A plus the letter B. The letters U and D indicate up and down direction, the prefix numerals indicate the floors and the sufiix numerals indicate the contact members of the relay. For instance, BIUR designates the up floor button registering relay at the first floor for car B and BIURZ designates one pair of contact members of that relay.

Referring more particularly to the drawings, we 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 cables H and I2, which pass over hoisting drums l3 and 14 to suitable counterweights I5 and I6.

Although we have shown only two cars and a signal and control system therefor, as applied to only five floors, it is to be understood that the system is equally applicable to any suitable number of cars operating past any desired number of floors.

Referring to the control system for car A, as shown in Figs. 3, 4 and 5, the hoisting drum I3 is directly coupled to an armature I! of a suitable hoisting motor N3, the field winding IQ of which is connected for constant voltage energization to a source of supply designated by the supply conductors L-l-l and LI.

A variable voltage system of control may be provided for operating the hoisting motor 18 wherein the armature I1 is connected in a closed 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 TI is connected in the circuit of the separately excited field winding 23 for controlling the speed of the generator. The armature 2! of the generator may be driven by a suitable driving motor 25 which may be connected to any suitable source of supply (not shown).

A brake 5 operated by a brake magnet G is provided for applying a braking effect to the hoisting drum l3 when the car is brought to a stop, the brake magnet 6 being energized to release the brake 5 when the car is running and being deenergized to apply the brake when the supply of power to the car is cut ofi.

The direction and speed of the hoisting motor IB may be suitably controlled by controlling the direction and the value of the excitation current that is supplied to the separately excited field winding 23 of the generator 22.

The direction of excitation current for the field winding 23 may be suitably controlled by means of an up direction switch U and a down direction switch D, while the value of the current supplied to the field winding may be con trolled by means of a high speed relay V, which controls the resistor TI.

The up direction and the down direction switches are controlled by an up start button UM and a down start button BM in the car.

The button UM or DM is pressed momentarily by the car attendant to start the car. After the start button is pressed, a self-holding circuit on the up or the down direction switch causes the switch to be held in until the car approaches a stop, when an automatic stopping system responsive to the stop buttons at the floor and the stop buttons in the car causes the car to slow down and stop. The stop buttons at the floors are operated by the waiting passengers and the stop buttons in the car are operated by the car attendant.

Any suitable system may be employed for automatically stopping the car A level with the floors it serves. As one example of such a system, 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. H. Heal-n, and assigned to the Westinghouse Electric Elevator Company.

The landing system for car A (Fig. 1) includes a high speed decelerating inductor relay E, and a stopping inductor relay F for causing the car to be automatically decelerated from its high speed and brought to a stop at an exact level with the floor. The high speed decelerating inductor relay E is mounted on car A in position to cooperate with an inductor plate UE for the up direction and an inductor plate DE for the down direction. The stopping inductor relay F cooperates with an inductor plate U'F' for the up direction an an inductor plate DF for the down direction. The inductor plates are constructed of magnetic material and are mounted in the hatchway in such position as to cooperate with and open the contact members of the inductor relays on the car when the relays are in an energized condition as the car approaches a stop at a landing.

For simplicity, only one set of inductor plates for one floor have been shown, but it will be understood that a set similar to that shown may be provided for each floor served by the car intermediate the upper terminal landing and the lower terminal landing. A set of inductor plates corresponding to the inductor plates UE and UP may be provided for the upper terminal floor and a set corresponding to inductor plates DE and DF may be provided for the lower terminal floor.

As shown, each inductor relay is provided with two sets of contact members. For an up stop, the contact members El of the relay E cooperate with the inductor plate UE and the contact members Fl cooperate with the up inductor plate UF. For the down direction, the contact members E2 of relay E cooperate with the inductor plate DE and the contact members F2 with the inductor plate DF.

The contact members of 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 from high speed to stopping speed. As the contact members F2 come opposite the inductor plate DF, they open to stop the car level with the floor. The contact members El of relay E and Fl of the relay F are opened by the inductor plates UE and UF, respectively, when the stop is to be made in the up direction.

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 their 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 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 are opened by the arm 29a moving upwardly to a position where it is attracted and held by the magnetized projection 29. Therefore, the opened contact members remain open and do not, after passing the inductor plate, reclose 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 used just as readily if the motor control system is adjusted to cooperate with them.

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 diiferences 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 dimculty in ascertaining while the cars are first tried out in operation, just the precise positions in which the plates and relays should be placed. For simplicity, only two inductor relays are shown, but it is to be understood that any desirable number may be used, as a high speed car will require more steps of deceleration than a low speed car.

An inductor maintaining relay G is provided for maintaining the inductor relays in an energized condition after they are energized until the stop for which they are energized is made.

In view or the fact that the energized inductor relays remain energized after their contact members are operated by passage near the inductor plates, an inductor restoring relay E (Fig. 3) is provided for deenergizing the inductor relays of car A after a stop has been made and also for so interlocking them that they can be energized only while the car is moving.

The energization of the inductor relays on car A for decelerating and stopping that car at the various floors is effected either by a car button stopping relay S operated by stop push buttons in the car or by a floor button stopping relay T operated by stop push buttons at the various floors. The energization of either the relay S or the relay T will, as the car nears a floor at which a stop is to be made, energize the inductor relays on that car and thereby cause it to decelerate and stop at that floor. Hence, it will be understood that the car is started by pressing the up or the down start button in the car and is stopped either by pressing a stop button in the car or by pressing a stop button at a door.

The stop push buttons in the car for energizing the relay S comprise one for each of the intermediate fioors. Tie pressing of a car button by a car attendant will register a stop call, or in other words, initiate and maintain a circuit which will be completed as the car arrives within a predetermined distance of the floor corresponding to the button and thereby energize the stopping relay S which will, in turn, energize the inductor relays to stop the car at that floor. this manner, the car may be stopped at any intermediate floor by pressing the push button in the car for that floor. These push buttons in car A are designated as 2C, 30 and 6C for the second, third and fourth floors respectively, no buttons being necessary for the lower terminal door and the upper terminal floor because the car will be stopped at these i'ioors by the usual well known limit switches (not shown) as it approaches these terminals.

The car stop buttons are provided with holding or registering coils 2C0, 3C0 and 400 which operate to hold the buttons in a depressed position after they are pressed by the car attendant in making stops from within the car. These coils are deenergized when the car reaches the terminals to release the buttons for the next direction of operation.

The stop push buttons at the floor landings for energizing the relay T comprise one for each direction for each car at each of the floor landings. The up buttons for car A are marked IUJ, EUJ, 3UJ and MN for the first, second, third and fourth floors; the down stop buttons are marked EDJ, dDJ, 3113 and EDJ for the fifth, fourth, third and second floors.

The individual buttons for car B are designated BEUJ, BQUJ, BSUJ and BAUJ for the up direction at the first, second, third and fourth floors and as BFiDJ, BdDJ, BSDJ and BZDJ for the clown direction at the fifth, fourth, third and second floors. Inasmuch as the cars do not go below the first floor, no down buttons are provided for the first fioor. Similarly, no buttons are provided for the fifth floor.

Associated with the floor stop buttons for car A are stop call registering relays IUR, ZUR, 3UR. and iUR for the up direction and 5DR, 4BR, 3BR and 213?, for the down direction. These registering relays operate to maintain a floor button circuit in a registered condition after that button is pressed, until the car answers the registered call by stopping at the floor.

With this system, the temporary operation of a floor button for car A will register or, in other words, initiate and maintain a circuit which will energize the door button stopping relay T of car A as it approaches that iloor in the direction corresponding to the button, and it will not be necessary to continue pressing the button after it is once operated, to maintain the stop call for car A.

A cancellation coil is wound on each registering relay in opposition to its registering coil. When a car answers a registered stop floor call, it energizes the cancellation coil corresponding thereto and thereby overcomes the energization of the registering coil, thus cancelling the stop call. The cancellation coils for car A are designated as lUQ, EUQ, 3UQ and dUQ for the up direction and as 5DQ, ADQ, 3DQ and ZDQ for the down direction.

The up floor buttons and the down floor buttons for each car are disposed beside the hatchway door for that car so that the Waiting passenger may easily reach and press them when standing in front of the car door.

Inasmuch as each car has its own set of up buttons and down buttons beside its own door, at each floor, it is an object of our invention to point out to a waiting passenger the hatch Way door for the next car going in the direction he desires to go so that he may go to that door and operate the stop button there to make the car stop when it arrives and also be ready to board it when it arrives. This object is accomplished by providing each car with one up direction and one down direction floor lantern associated with its hatchway door, at each floor and to cause the approach of each car to a floor to light its lantern at that floor for the direction of its operation so that the lighting of a floor lantern will indicate to a waiting passenger the right door to which he should walk and press the button to stop the car.

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

Car B is also provided with a similar set of floor lanterns.

In some installations, it may be desirable to arrange to light the floor lanterns of the cars when they approachv to within a reasonable distance of each floor. However, in the present instance, we desire to have a hall lantern lighted constantly at each floor to indicate the nearest approaching car for each direction of travel. Therefore, the floor lanterns for any one car are arranged to be lighted at all floors in advance of its motion up to the floor corresponding to the car ahead; that is, the car provides ahead of it a signalling zone, defined by its lighted floor lanterns to indicate to waiting passengers at the floors in that zone that that car is approaching and will stop for them if they will press its fioor button. In order to light the floor lanterns in the car available zone in advance of the car, we have provided a plurality of zone relays, common to both cars.

The zone relays divide the complete round trip shaft travel of all cars into as many signal zones as there are cars opera-ting and they then assign one zone to each car. The zone that is assigned to any one car is the zone in advance of that cars motion. The zone for each car is elastic and keeps moving along with the car, its end being determined by the position of the next car ahead.

The zone relays are designated as IUZ, 2UZ, 3UZ and lUZ for the up direction and 5DZ, 4DZ, 3DZ and 2DZ for the down direction. None of the zone relays will have the letter B in front of them, because they are common to both cars.

In order to energize the zone relays and feed the zone circuits set up by the zone relays, we have provided a plurality of zone feeding relays. The zone feeding relays are individual to each car, that is, each car operates its own set of zone feeding relays for operating the zone relays which are common to both cars. The zone feeding relays energized sequentially by car A on its up trip are designated as ZUY, 3UY, 4UY and SDY for the second, third, fourth and fifth floors. The zone feeding relays energized by car A on its down trip are designated as 4DY, 3DY, 2DY and IUY for the fourth, third, second and first floors.

The zone feeding relays are operated in accordance with the position and direction of operation of the cars. Therefore, they not only energize the zone relays and feed the zone circuits, but they also assign the zones to the cars. The zone assigned to any one car in which its floor lanterns will be lighted is the zone in advance of that cars motion. The zone, as stated before, is elastic and keeps moving along with the car. Therefore, the floor lanterns at each floor in front of that car up to the next car ahead will be kept lighted as the car moves along on its trip, the front lanterns being lighted and the rear lanterns being extinguished as the car moves along.

It may also be noted that each of the floor stop push buttons is normally ineffective and that no stop button at a floor is effective for operation or can be made to stop its car except that push button corresponding to the car for which a lighted lantern exists. In other words, all the push buttons at the floor are normally ineffective except that push button for the next approaching car.

In order that certain circuits may be prepared for use only when car A is moving upwardly and other circuits be prepared for use only when car A is moving downwardly, we have provided an up direction preference relay W and a down direction preference relay X.

At various times in the operation of the elevator system, a car may be so loaded that the attendant may desire to run past the outside stop calls for various floors. To permit this operation, each car is provided with a by-pass push button. The by-pass button for car A is designated as 31 and that for car B as B31.

As long as the car attendant presses the bypass button in his car, that car will cancel the stop calls registered on its floor buttons, will fail to respond to any registered call either on its floor stop buttons or on its stop car buttons, will prevent the lighting of any of its 1100: lanterns and extinguish those which; have been lighted for it, will cause the floor lan terns of the next following car to be lighted in the zone of the by-passing car, and will light a lamp beside its stop push button at each floor to tell any waiting passenger at its hatchway door that that car is by-passing and that he should look to the lighted lanterns to determine which car will be next. The by-passing action also effects the lighting of a flash lamp 3B in the car to indicate to the attendant when he approaches a registered stop call on the car buttons, so that he may make that stop if desired by releasing the by-pass button 31. As soon as the by-pass button is released the car will again respond to outside calls, resume its signal zone activity, etc.

The by-pass lamps beside the floor stop buttons for car A are designated as ZPL, 3PL and lPL for the second, third and fourth floors.

A by-pass relay N is provided for energization by the pressing of the by-pass button 31 in car A to so modify the control circuits as to effect the various functions described in the by-passing of car A.

A plurality of preventing relays IUP, 2UP, 3UP and 4UP for the up direction and EDP, GDP, 3DP and ZDP for the down direction are provided for preventing the stopping of more than one car for one direction at a landing after one of the push buttons for that direction at that landing has been operated to stop the car associated with it. The preventing relays are common to both cars and are operated by contact members on the stop call registering relays of each car.

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 floors past which they operate, car A is provided with a floor selector SE (Fig. l) and 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 shaft.

The floor selector for car A is provided with a set of up contact segments as shown in Fig. 2 which are arranged according to the floors and are disposed to be engaged by cooperating contact brushes 3!], 3|, 32 and 33 for the up direction and 40, 4|, 42 and 43 for the down direction.

The brushes are mounted upon and insulated from a suitable arm SM.

The movable arm SM is operated in accordance with the movements of the car A by means of a screw shaft 35 driven by some part of the operating mechanism of the car. The frictional engagement between the arm SM and its operating screw 35 will cause the arm to bear against the up contact segments when the car is traveling upwardly and against the down contact segments when the car is traveling downwardly, it being understood that the arm will tilt from one position to the other when the direction of operation of the car is reversed. For a more complete description of the type of floor selector here shown, reference may be had to the Smalley and Reiners Patent 634,220 of Octoher 3, 1899. I

The group of contact segments designated as a under the up brush 30 complete the circuits for energizing the cancellation coils on the floor button registering relays to cancel the registered floor calls when the car stops in answer thereto.

The group of contact segments designated as I) under the brush 3! are energized when stop calls are registered on the floor stop buttons for the purpose of energizing the floor button stopping relay T to stop the car on its up trip when it approaches a floor at which an up stop is tobe made in response to a stopsignal on the floor buttons. No contact segments are shown for the terminal floors because the car will be stopped at such floors by its limit switches.

The group of up contact segments designated as under the up brush 32 are energized by the pressing of the car buttons so that the approach of. the car to the floor for which a car button has been pressed will cause the energization of the car button stopping relay S and thereby effect the stopping of the car at that floor.

The group of up contact segments designated as (1 under the brush 33 serves to so connect the circuits to the zone feeding relays as to energize these relays 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 40 to Q3, inclusive, when the car is descending and correspond to the contact segments just described for the up direction, those marked c being the down cancellation segments, f the down floor button segments, a the down car button segments and h the down zone feeding relay segments.

Inasmuch as the length of the contact segments and the sizes of the brushes will vary in accordance with the difference in height of the floors, speed of cars, etc. in different installations, it is impossible to give the exact dimensions of such segments and brushes in this application. However, with the aid of the illustration given in Fig. 2, any one familiar with the elevator art should be able to arrange the contact segments and brushes on the floor selector to suit any particular installation after he has ascertained the desired characteristics of the system.

It should also be noted that, while the floor selector arm SM is being tilted, the circuits for the zone feeding relays should not be opened. Therefore, the brushes 33 and should be so mounted and supported on the arm that one will be engaged before the other is disengaged from its contact segments when the arm tilts. Also, inasmuch as these brushes are located more than a floor in advance of the car, the up contact segment (15 for the upper terminal and the down contact segment hl for the lower terminal are made about double the length of the others so that the brushes remain in engagement therewith when the car arrives at a terminal until the selector arm tilts to the other side.

Furthermore, each of the brushes 33 and 43 should be long enough to span the opening between adjacent contact segments in moving from one to the other, in order to prevent momentary deenergization of the zone feeding relays.

A voltage relay K is connected across the circuit between the generator 22 and the motor l8. This relay is provided with contact members Kl which cooperates with the contact members V2 of the high speed relay V disposed in the circuit of the cancellation brush for the purpose of preventing cancellation of a registered floor call except when the car is leaving the floor after answering the call, thereby holding the lantern for that car lighted at that floor during the stop of the car and while it stands at the floor.

It is believed that the invention may be understood better by the following assumed operation of the apparatus illustrated in the drawings.

It will be assumed that car A has moved to and is standing at the upper terminal ready for a down trip and that car B has moved to and is standing at the lower terminal ready for an up trip, that the motor generator sets of both cars are in operation and that the main line switches 26 are closed to connect the control systems of both cars for operation.

With car B at the lower floor ready for an up trip, its up direction preference relay BW is energized by a circuit extending from the supply conductor L+5 (Fig. 5) through the contact members BDEi and BXI, limit switch BULS and the relay BW tothe supply conductor L5. The opening of the contact members BWI interlocks the down direction relay BX and the closing of the contact members BVVZ energizes the car button holding coils in car B by a circuit extending from the supply conductor L+5 through the contact members BWZ and the relays BZCC, BSCC and 340C to the supply conductor L-5. The energization of the holding coils will cause any of the car stop buttons to remain in a depressed position after they are pressed by the car attendant to register any stop calls from within the car during its up trip.

The zone feed brush 1333 of car B is now disposed on the contact segment Bhl (because the floor selector has not yet tilted) thereby energizing the zone feeding relay BIU'Y by a circuit extending from the supply conductor L+5 through the coil of relay BIUY, contact segment Bhl, brush B t? and the contact members BN2 to the supply conductor L5. The energization of the zone feeding relay BIUY closes its contact members BlUYl and BIUYiZ. The closing of the contact members BlUYl energizes the zone relay QUZ by a circuit extending from the supply conductor L+3 (Fig. 3) through the contact members BlUYi and the coil of relay IUZ to the supply conductor L-3. The closing of the contact members BlUYZ (Fig. 5) completes a feeding circuit to the zone ring circuit 5|.

The energization of the zone relay IUZ opens its contact segments IUZI in the zone ring circult 58 (Fig. 3) for car A and opens its contact members EUZE (Fig. 5) in the zone ring circuit 5! for car B. The functions of the zone ring circuits will be explained later.

With car A standing at the upper terminal ready for a down trip, its down direction preference relay X is energized by a circuit extending from the supply conductor L+l (Fig. 3) through the contact members U6 and W1, down limit switch DLS and the coil X to the supply conductor L-l. The energization of the relay X opens its contact members XI to interlock the up preference relay W and closes its contact members X2 to energize the car button holding coils in car A by a circuit extending from the supply conductor L+I through the contact members X2 and the holding coils 20C, 3G0 and lCC to the supply conductor Ll. The energizing of the holding coils in car A will cause the car stop buttons in that car to remain in a depressed position if they are pressed by the car attendant to register a floor stop during the down trip.

Inasmuch as the floor selector arm of car A has not yet tilted to the down side, the zone feeding brush 33 is disposed on the up contact segment d5 (Figs. 2 and 3) thereby energizing the zone feeding relay 5DY by a circuit extending from the supply conductor L+l (Fig. 3) through the coil 5DY, contact segment d5, brush 33 and the contact members N4 to the supply conductor L-l. The energization of the relay 5DY closes its contact members 5DYI and 5DY2. The closing of the contact members 5DYI (Fig. 3) connects the zone ring circuit of car A to the supply conductor L+2 and thus provides a feed for that circuit. The closing of the contact members 5DY2 (Fig. 4) energizes the zone relay 5DZ by a circuit extending from the supply conductor L+3 through the contact members 5DY2 and the coil 5DZ to the supply conductor L3.

The energization of the zone relay 5DZ opens its contact members 5DZI in the zone ring circuit 50 of car A and opens its contact members 5DZ2 in the zone ring circuit 5| of car B.

With car A at the upper terminal ready for a down trip and car B at the lower terminal ready for an up trip, and the consequent opening of the zone relay contact members 5DZI and IUZI in the zone ring circuit 50 of car A and also the opening of the zone relay contact members 5DZ2 and IUZ2 in the zone ring relay circuit 5| of car B, all of the down floor lanterns for car A are lighted and all of the up floor lanterns for car B are lighted to indicate to the waiting passengers at each floor, the hatchway door at which will appear the next car for the direction they desire to travel, so that they may go to that door and press the button for that car if they desire to have it stop for them.

circuit for the down floor lantern 5DL for car A at the fifth floor extends from the supply conductor L+2 through the contact members 5DYI, contact members 5DPI, conductor 38, lantern 5DL, and conductor 53 to supply conductor L2. The circuit for the down floor lantern Him for car A at the fourth floor extends from the supply conductor L+2 through the contact members 5DYI, and GDZI, junction point 65, contact members ADPI, conductor 52, lantern 4DL and conductor 53 to the supply conductor L-2. At the same time, the down lantern 3DL for car A at the third floor is lighted by a circuit extending from the supply conductor L-l-Z through the contact members 5DYI, the ring circuit 50, junction point 54, contact members 3DPI, the lantern 3DL and the conductor 53 to the supply conductor L+2. The down lantern ZDL at the sec- 0nd floor for car A is also lighted by a circuit extending from the junction point 54 through the contact members ZDZI, junction point 55, the contact members QDPI, the lantern ZDL and conductor 53 to supply conductor L2. Thus, it is seen that all the down floor lanterns for car A are lighted to indicate to the waiting down passengers at each floor the hatchway door at which the next clown car will appear so that they may step to such door and press the down button at that door to stop car A when it arrives.

The circuit for lighting the up floor lanterns BIUL of car B (Fig. 5) at the first floor extends from the supply conductor L-l-G, through contact members BIUYZ, lower end of circuit 5|, contact members IUPZ, conductor 39, lantern BIUL, and conductor 58 to the supply conductor L6. The circuit for the up lantern 2UL at the second floor for car B extends from supply conductor L+5, through the contact members BlUYZ and 2UZ2 to a junction point 51 thence through the contact members 2UP2, lantern BZUL and conductor 58 to the supply conductor 11-6. The circuit for up lantern BSUL at the third floor for car B extends from the junction point 51 through the contact members 3UZ2, junction point 59, the contact members 3UP2, lantern B3UL and conductor 58 to the supply conductor L-6. The circuit for the up floor lantern B4UL at the fourth floor for car B extends from the junction point 59 through the contact members 4UZ2 to a junction point 60 and then through the contact members 4UP2, lantern BdUL and conductor 58 to the supply conductor L-B.

By the lighting of the up floor lanterns for car B, the Waiting passengers for the up direction at the various floors are informed as to the hatchway door at which the next car for the up direction of travel will appear so that they may go to that door and press the up button beside it to stop the nearest approaching car so that they may enter it and make the desired trip.

By observing the ring circuit 50 of car A, it will be noticed that all of the floor lanterns connected thereto are not lighted because the zone relay contact members 5DZI and IUZI are open, thus preventing current through the closed feed contact members 5DYI from reaching that portion of the circuit 50 leading to the up floor lamps for car A. The down floor lanterns for car B are now cut oil the ring circuit 5| by the opening of the contact members 5DZ2 and lUZZ which prevent any current through the contact members BIUYZ from entering that portion of the ring circuit leading to the down floor lanterns for car B.

It will be assumed now that a waiting passenger at the second floor, desirous of making a clown trip, observes that the down floor lantern 2DL over the hatchway door for car A is lighted, and thereupon Walks to that door and presses the down floor button ZDJ to stop the car represented by the lighted lantern (in this case car A) when it arrives.

The pressing of button 2DJ operates to stop car A when it arrives by energizing the stop call registering relay 2DR by a circuit extending from the supply conductor L+2 (Fig. 3) through the contact members 5DYI, 4DZI, 3DZ| and ZDZI to a junction point and thence through the contact members ZDPI, the contact members of button ZDJ, coil 2DR, and conductor 53 to the supply conductor L2. The energization of the stop call registering relay ZDR at the second floor closes its contact members ZDRI, 2DR2, 2DR3, and ZDRA.

The closing of the contact members ZDRS completes a self-holding circuit for the relay ZDR extending from the supply conductor L+2 to the contact members 2DR3, conductor 62, coil ZDR and conductor 53 to the supply conductor L-2. The closing of the contact members 2DR3 also energizes the contact segment 2 so that when car A approaches within a predetermined distance of the second floor, its brush 4! will engage the contact segment f2 and stop the car at the second floor. The closing of the contact members ZDRZ energizes the down cancellation contact segment e2 so that the call will be cancelled when the car leaves the second floor after stopping thereat.

The closing of the contact members 2DR| completes a circuit for maintaining the down floor lantern ZDL of car A at the second floor in a lighted condition until car A stops at the second floor in answer to the registered stop call thereat regardless of whether or not any other car passes car A. This circuit extends from the supply conductor L+2 through contact members ZDRI, lantern ZDL and conductor 53 to the supply conductor L2.

The closing of the contact members ZDRA (Fig. 4) completes a circuit for energizing the preventing relay ZDP by a circuit extending from the supply conductor L+3 through the contact members ZDRfl and the coil ZDP to the supply conductor L3.

The energization of the preventing relay ZDP opens its contact members EDPI and ZDPZ. The opening of the contact members ZDPI opens the circuit between the ring circuit '50 and the down floor lantern 2DL thereby freeing the down floor lantern ZDL from control by the zone ring circuit 50 The opening of the contact members 2DP2 (Fig. 5) opens the circuit between the zone ring circuit 5! and the down button BZDJ at the second floor for car 13 so that that button cannot be operated to register a down stop call at the second floor for car 13, as long as the down stop call already registered at the second floor for car A remains unanswered and uncancelled by car A. Thus, it is seen how the preventing relays operate to keep more than one stop call for a given direction at any one fioor from being registered simultaneously.

It will now be assumed that the attendant in car A presses his down starting button DM to cause the car to make a down trip. The pressing of the down button DM energizes the down direction switch D by a circuit extending from the supply conductor L+l through the contact members of button DM, contact members F2, the coil D of down direction switch D, the coil of inductor restoring relay H and the door contact members 64 to the supply conductor L|. This will cause the car to start, accelerate to full speed, and then come to a stop at the second floor in answer to the stop call registered at that floor.

The energization of the down direction switch D closes its contact members DI, D2, D3, D4 and D5 and opens its contact members D8. The closing of the contact members D4 completes a self-holding circuit for the down direction switch. The closing of the contact members DI completes a circuit for energizing the brake magnet 6 to release the brake 5 and the closing of the contact members D2 and D3 energizes the auxiliary field winding 23 by a circuit extending from the supply conductor L+l through contact members D3, the field winding 23, contact members D2 and resistor 2| to the supply conductor Ll.

The release of the brake 5 and the energization of the field winding 23 causes car A to start downwardly. The closing of the contact members D5 energizes the high speed relay V by a circuit extending from the supply conductor L-l-l through the contact members D5 and E2 and the coil of relay V to the supply conductor Ll. Thereupon, the high speed relay V closes its contact members VI to short circuit the resistor Ti in the circuit of the field winding 23 and thus cause the car to run at high speed.

The opening of the contact members D5 prevents energization of the up direction preference relay W while car A is moving downwardly,

The closing of the down direction switch and the starting of car A away from the upper terminal causes its floor selector arm SM to tilt from the up side to the down side so that its contact brushes now engage the down contact segments. This action causes the up brush 33 to leave the up contact segment 015 and the down brush 43 to engage the down contact segment M. The separation of the brush 33 from the contact segment deenergizes the zone feed relay 5DY to open its contact members EDYi leading to the ring circuit 50 and open its contact members 5DY2 thereby deenergizing the zone relay 5DZ, which, in turn, closes its contact members 5DZI in circuit 5% and closes its contact members 5DZ2 in ring circuit 5!.

At the same time, the engagement of the down brush 43 with the down contact segment 7L4 energizes the zone feed relay iDY to close its contact members ADYI leading to the ring circuit 59 and close its contact members 4DY2, thereby energizing the zone relay 4132 to open its contact members iDZl in ring circuit 50 and ZDZZ in ring circuit 5|. The opening of the feed contact members EDY! to circuit 56 and the opening of the contact members lDZ! in circuit 50 shuts off the supply of current to the down lantern SDL for car A at the upper terminal and extinguishes that lantern. However, the closing of the contact members 4DYI to the circuit 56 maintains the supply of current to the remaining down lamps for car A.

Referring to car B, the closing of the contact members 5DZ2 and the opening of the contact members ADZZ in the ring circuit 5! extends the active portion of ring circuit 5! to include the down lantern BSDL at the upper terminal for car 18 and that lantern is now lighted by a circuit extending from the junction point 50 in circuit 5| through the contact members EDZZ to the junction point M, thence through the contact members 5DP2, lantern B5DL and conductor 58 to the supply conductor L-S.

As car A leaves the fifth fioor on its down trip, its contact brush 43 leaves the contact segment 7L4, thereby deenergizing the zone feeding relay 4D?! to open its contact members 4DY| and 4DY2, thus opening the feed to the zone ring circuit 59 at lDYi and deenergizing the zone relay 4DZ, The deenergization of zone relay dDZ closes its contact members 4DZI in the zone ring circuit 56 and its contact members 4DZ2 in the zone ring circuit 5 5.

However, the downward movement of car A causes its brush 43 to move to the contact segment 71,3, thereby energizing the zone feed relay 3DY by a circuit extending from the supply conductor L+l through therelayBDY, contactmembers k3, brush 43 and contact members N4 to the supply conductor L|. The energization of the relay 3DY closes its contact members 3DY| (Fig. 3) thereby establishing a new feed circuit to the zone ring circuit at junction point 54. The closing of the contact members 3DY2 energizes the zone relay 3DZ (Fig. 4) which, in turn, opens its contact members 3DZ| in the zone ring circuit 50 and opens its contact members 3DZ2 in the zone ring circuit 5| of car B.

The opening of the contact members 3DZ| in the ring circuit 50 prevents current from flowing through the feed contact members 3DYI, junction point to the down floor lantern 4DL for car A at the fourth floor, thereby extinguishing that lantern inasmuch as car A can no longer make a stop at that floor. The closing of the contact members 4DZ2 and the opening of the contact members 3DZ2 in the zone ring circuit 5| extends the energized portion of that circuit to the junction point 66, as it will be recalled that the said contact members BZUYZ connect the junction point 51 to the supply conductor L+6. Therefore, the down floor lantern BQDL for car B at the fourth floor is now lighted by a circuit which extends from the supply conductor L+6 through the contact members BZUYZ, junction point 51, contact members 3UZ2, 4UZ2, 5DZ2 and 4DZ2 to the junction point 66 and thence through the contact members 4DP2, lantern B4DL, and conductor 58 to the supply conductor L-G.

Thus, it is seen that although the down lantern 4DL for car A at the fourth floor has been extinguished, the down floor lantern B4DL for car B at the fourth floor is lighted beside the corresponding hatchway door (not shown) to indicate to any waiting passenger desirous of travelingdownward at the fourth floor the door at which he should press the down button to stop the nearest approaching car in the down direction.

As car A continues downwardly, it passes the fourth floor and its brush 43 passes from the contact segment M to the contact segment h2 thereby deenergizing the zone feeding relay 3DY and energizing the zone feeding relay 2DY. The deenergization of the relay 3DY deenergizes the zone relay 3DZ and opens the feed contact members 3DY| in the ring circuit 50.

The energization of the zone feed relay 2DY closes the feed contact members 2DY| in the zone ring circuit 5|! and energizes the zone relay ZDZ to open its contact members 2DZ| and ZDZZ. The closing of the zone relay contact members 3DZ| and the opening of the zone relay contact members 2DZ| in the ring circuit 50 shortens the energized portion of that zone circuit so that no current can now flow through the junction point 54 to the down lantern 3DL at the third floor for car A. Therefore that lantern is now extinguished. At the same time, the closing of the zone relay contact members EDZZ and the opening of the zone relay contact members 2DZ2 in the ring circuit 5| for car B extends the energized portion of that circuit to include junction point 69 so that the down lantern BSDL for car B at the third floor is now lighted by a circuit extending from the supply conductor L+8, through the circuit members BZUYZ, junction point 51, contact members BUZZ, AUZZ, 5DZ2, 4DZ2 and 3DZ3 to the junction point 69 thence through the contact members 3DP2, lantern B3DL and conductor 58 to the supply conductor L--6. Therefore, any passenger now waiting at the third floor will be informed to press the button beside the hatchway door indicated by the down lantern BSDL if he wants to stop the next approaching car for the down direction.

As car A passes the third floor, its down brush ts leaves the contact segment 712 and engages the contact segment hi thereby deenergizing the zone feed relay ZDY and energizing the zone feeding relay lUY. The deenergized relay ZDY deenergizes the zone relay ZDZ to close its contact members ZDZI in the ring circuit 50 and close its contact members EDZZ in the ring circuit 5 I. The energization of the zone feed relay IUY closes its contact members |UY| to feed the circuit 50 and closes its contact members |UY2 to energize the zone relay EUZ to open its contact members 2UZ| in circuit 50 and ZUZZ in circuit 5|.

The closing of the contact members 2DZ| and the opening of the contact members I'UZI in ring circuit 50 cuts off the active portion of the circuit 58 fed by the closed contact members IUYI so that the down lantern ZDL for car A at the second floor cannot receive any more current from the zone ring circuit. This is in addition to the open contact members ZDPI. However, the contact members 2DR| in the circuit of the lan tern 2DL are closed by reason of the registered stop call at the second floor and, therefore, the lantern 2DL for the second floor continues in its lighted condition and will remain lighted until the car answers the call and leaves the floor.

The closing of the zone relay contact members 2DZ2 and the opening of the zone relay contact members IUZZ in the zone ring circuit 5| extend the active portion of that circuit to the junction point lil. However, the lamp BZDL for car B at the second floor cannot be lighted by this extension of the ring circuit 5| because of the open contact members EDPI of the preventing relay between the junction point 10 and the lamp BZDL. Thus, it is seen that the registration of a stop call at a floor causes the lantern for the corresponding car to be lighted and remain lighted until that car arrives at that floor, and that it prevents the lighting of any other floor lantern in the same direction for any other car at that same floor or the registration of a stop call for any other car at the same floor for the same direction.

As car A approaches to within stopping distance of the second floor, its brush 4| engages the energized floor button stopping contact segment f2 and thereby energizes the stopping relay T by a circuit extending from the supply conductor L+2 through the contact members 2DR3, the contact segment f2, brush H and the coil of relay T to the supply conductor L2, to thereby eiTect the stopping of the car. The energization of the floor button stopping relay T closes its contact members Ti thereby throwing the car stopping system into operation to stop the car by energizing the decelerating inductor relay E by a circuit extending from the supply conductor L-l-i through the coil E and the contact members Tl, N2 and Hi to the supply conductor L|.

The energization of the inductor relay E also energizes the inductor maintaining relay G in parallel therewith, which closes its contact members G! and thus provides a holding circuit for the inductor relays until the stopping operation is completed.

As the car approaches still closer to the sec- 0nd floor, the energized inductor relay E passes the down inductor plate DE and is thereby energized to open its contact members E2, which deenergizes the high speed relay V thereby opening its contact members VI and thus inserting the [iii resistor rl in the circuit of the field winding 23. This operation decelerates the car to its normal stopping speed.

The deenergization of the high speed relay V also closes its contact members V2 thereby energizing the stopping inductor relay F by a circuit extending from the supply conductor L+l through the coil F, contact members V2, Tl, N2 and Hi to the supply conductor L-I.

As the car approaches still closer to the second floor, the energized inductor relay F comes opposite the inductor plate DF and is thereby operated to open its contact members F2 thus deenergizing the down direction switch D and the inductor restoring relay H. The deenergization of the down direction switch D opens its contact members D2 and D3 thereby deenergizing the field winding 23, opens its contact members DI thereby deenergizing the brake magnet 6 to apply the brake 5, and opens its contact members D l and D in its own self -holding circuit and the circuit for the high speed relay V. The deenergization of the field winding 23 and the application of the brake 5 cause the car A to come to a stop level with the second fioor.

It will be assumed that the car attendant now opens the car doors (not shown) thereby opening the door contact members 64 as a safety measure to prevent operation of the car while the doors are open.

It will be assumed that the waiting passenger at the second floor now enters the car, that the car attendant closes the door, thus opening the contact members 64, and then presses the down start button DM to move the car downwardly, as heretofore described.

Inasmuch as the operation of the down starting button energizes the down direction switch D to close its contact members D5, the high speed relay V is immediately energized to close its contact members V3 in the circuit to the down brush 40 which is now on the cancellation contact segment e2. At the same time, the normally closed contact members Kl operated in the same circuit by the voltage relay K have not yet opened because the car has not yet accelerated to the speed where the voltage in the ring circuit between the generator 22 and the motor I8 is sufiicient to operate the relay K and open its contact members Kl. Therefore, the cancellation coil ZDQ is now energized by a circuit extending from the supply conductor L+2 through the contact members 2DR3, conductor 62, coil 2DQ, contact members ZDRZ, contact segment 22, brush 40 and the contact members V3 and Kl to the supply conductor L2.

The energization of the cancellation coil 2DQ counteracts the energization of the registering relay coil ZDR and thereby restores the relay 2BR to its normal deenergized condition, which, in turn, opens its self-holding contact members 2DR3, its cancellation contact members 2DR2 and its lantern contact members 2DRI, thus extinguishing the lighted lantern ZDL, and opens its contact members 3DR4, thus deenergizing the preventing relay 2DP. The deenergization of relay ZDP closes its contact members 2DPI in the circuit leading to the lantern 2DL of car A and closes its contact members 2DP2 in the circuit of the lantern BZDL for car B at the second floor.

By the above it is seen that although the lighted floor lanterns of a car are sufiiciently far enough ahead of the car to permit the stopping of the car after its button at a floor has been pressed, yet itsfloor lantern at a floor where a button has been pressed remains lighted while the car decelerates to a stop, stands at the floor and until it leaves the floor after answering the call.

It will be assumed that car A moves into the first floor and is stopped thereat by the usual limit switches, not shown. As car A comes into the first floor, its limit switch DLS (Fig. 3) opens, thus energizing the down direction preference relay X which, in turn, closes its contact members Xi thereby energizing the up direction preference relay W for car A by a circuit extending from the supply conductor L+I through the contact members D3, Xi limit switch ULS and the coil W to the supply conductor L- l. The deenergization of the relay X also opens its contact members X2 thereby deenergizing the car button holding coils 2C0, SCC and 4CC but the energization of the up preference relay W, closes its contact members W2 thereby reenergizing the holding coils for the up trip.

It will be assumed now that the attendant on car B closes the car door and thereby closes the door contact member B64 and then presses the up starting button BUM to move the car upwardly. The closing of the starting button energizes the up direction switch BU by a circuit extending from the supply conductor L+5 through the contact members of button BUM, the contact members BFI, coil BU, coil BH and the contact members B54 to the supply conductor L-5. The energization of the up direction switch BU closes its contact members BUl to energize the brake magnet B6, closes its contact members BU2 and BU3 to energize the field winding B23 and closes its contact members BU4 to provide a self-holding circuit for itself. The energization of the brake magnet B6 releases the brake B5 and the energization of the field winding B23 starts the hoisting motor Bl8, thereby moving car B upwardly.

It will be assumed now that as car B leaves the lower terminal the passenger who entered the car tells the attendant he wants off at the second floor. Thereupon, the attendant presses the stop car button B2C to cause the car to stop at the second floor. Inasmuch as the holding coil B2CC is in an energized condition, the pressing of the button B2C causes that button to be held in its depressed condition and thereby registers a stop call for the second floor. As car B approaches the second floor the brush B32 engages the contact segment B20 and thereby energizes the car button stopping relay BS by a circuit extending from supply conductor L+1 (lower end of Fig. 5) through the contact members of car button B20, contact segment B20, brush B32 and the coil BS to the supply conductor L-6.

The energization of the car button stopping relay BS closes its contact members BSI and BS2. The closing of the contact members BSI in the circuit to the flash lamp B36 in car B does not cause any effect because the by-pass button B3! is in an open condition. The closing of the contact members BS2 energizes the decelerating inductor relay BE by a circuit extending from the supply conductor L+5 through the coil BE, and thence through the contact members BS2, BN4 and BHI to the supply conductor L-S.

Inasmuch as the coil of the inductor maintaining relay BG is in parallel with the coil of the inductor relays BE, the relay BG is energized to close its contact members BGI and thereby provide a self-holding circuit for the inductor relays until the car completes its stopping operation.

As car B approaches more closely to the second floor up stop, the energized inductor relay BE comes opposite up the inductor plate BUE for the second floor and is thereby operated to open its contact members BEI to deenergize the highspeed relay BV, which opens its contact members BV| and BVZ and closes its contact members BV3. The opening of the contact members BV2 restores the resistor Brl to the circuit of the field winding B23, thereby decreasing the speed of the car to normal stopping speed. The closing of the contact members BV3 energizes the stopping relay BF.

As car B approaches to within a short distance of the second floor, its stopping inductor BF comes opposite the inductor plate BUF and is thereby operated to open its contact members BFI thus deenergizing the up direction switch BU and the inductor restoring relay BH. The deenergized relay BH opens its contact members BHI and thereby deenergizes the inductor relays BE and BF and the inductor maintaining relay BG.

The deenergization of the up direction switch BU opens its contact members BUI thereby deenergizing the brake magnet B6 to apply the brake B5; opens its contact members BUZ and BU3, thereby deenergizing the field winding B23; and opens its contact members BUG in its selfholding circuit, and opens its contact members BU5 to prevent reenergization of the high-speed relay BV.

The release of the brake B5 and the deenergization of the field windings B23 stops car B level with the second floor, whereupon the car attendant opens the door (not shown) and permits the passenger to leave the car. In view of the foregoing, it is seen that the pressing of a car button within a car will cause the car to stop at the floor for which the car button was pressed.

It will be assumed now that with car B standing at the second floor on an up trip, its zone feed brush B33 is disposed on the contact segment Bd3, thereby energizing the up zone feed relay B3UY by a circuit extending from the supply conductor L+5 (Fig. 5) through the coil B3UY, contact segment Bd3, contact brush B33 and contact members BN2 to the supply conductor L-5. The energization of the zone feed relay B3UY closes its contact members B3UY| and B3UY2. The closing of the contact members B3UY2 completes a feed circuit from the supply conductor L+6 to the zone ring circuit 5|. The closing of the contact members B3UY| energizes the zone relay 3UZ by a circuit extending from the supply conductor L+3 (Fig. 4) through the contact members B3UY| and the coil 3UZ to the supply conductor L-3. The energization of relay 3UZ opens its contact members 3UZ| in the ring circuit 50 of car A and opens its contact members 3UZ2 in the zone ring circuit 5| of car B.

With car A standing at the lower terminal, its brush 43 is disposed on the contact segment hl, thereby energizing its zone feed relay IUY to close its contact members |UY| and IUY2. The closing of the contact members IUYI feeds the ring circuit 50 for car A and the closing of the contact members IUYZ energizes the zone relay IUZ to open its contact members IUZI in ring circuit 5|] and open its contact members |UZ2 in ring circuit 5|. Inasmuch as the zone relay contact members |UZ| and 3UZ| in ring circuit 50 are open, current flows through the contact members IUYI to only the up lanterns IUL at the first floor and EUL at the second floor for car A. No current can reach the other floor lanterns for car A because of the open zone relay contact members 3UZ| and IUZI in the ring circuit 50.

By" reason of the fact that the zone contact members 3UZ2 and IUZZ are open in the zone ring circuit 5|, the junction point 5'! between the open contact members 3UZ2 and |UZ2 is dead, but the remainder of the ring circuit 5|, being fed by the" closed contact members B3UY2, is alive and the up floor lamps B3UL, BdUL, the downfioor lamps BSDL, B4DL, B3DL and BZDL forcar B are lighted, thereby to indicate to waiting passengers at the corresponding floors the hatchway doors at which the next approaching car willappear.

In view of the foregoing, it will be seen that the position and direction of operation of the cars' control the operation of the zone feeding relays and hence the zone relays, the zone circuits; etc.

The operation of the bypassing buttons in the cars will be-considered now. With this in mind, it will be assumed that a waiting up passenger at the fourth floor presses the up button B4UJ indicated by the lighted up floor lantern B IUL for the purpose ofstopping the next up approaching car;

The pressing of the button B4UJ registers an up stop-call at the fourth floor for car B by energizing the registering relay B4UR by a circuit extending from the supply conductor L+6 through the contact members B3UY2, junction point 59, the contact members 4UZ2, junction point 60, the contact members 4UP2, contact members of button B4UJ, coil B4UR and conductor 58 to the supply conductor L-6. Deenergization of the relay BQUR closes its contact members, B4URI, B4UR2, B4UR3 and B4UR4.

The closing of the contact members B4UR2 maintains the floor lantern B4UL for car B at the fourth floor in its lighted condition. The closing of the contact members B |UR3 prepares acircuit for energizing the cancellation coil BAUQ through the contact brush B30. The closing of the contact members B4UR4 energizes the contact segment Bi l for stopping car B when it approaches the fourth floor on its up trip. The closing ofthe contact members B4UR| energizes the preventing relay 4UP (Fig. 4) by a circuit extending from the supply conductor L+3 through the contact members B4URI, coil 4UP to the supply conductor L--3. The energized preventing relay opens its contact members 4UP| and 411132. The open contact members dUPZ prevent any operation of the floor lantern BdUL through the ring circuit 5| and leaves that lantern now maintained by the closing contact members B4UR2. The opening of the contact members 4UP| (Fig. 3) prevents the registration of an up stop call for car A on step button 4UJ for car A at the fourth floor. The set-up for the registration of the up stop call at the fourth floor for carB is now complete.

It will now be assumed that the car attendant, not knowing of the registered call at the fourth floor, presses the fourth floor car button 84C to 'cause the car to stop at the fourth floor to let a passenger get off. The pressing of the car button B46 closes its contact members and thereby energizes the up contact segment B40 so that when car B in its up trip causes brush B32 to engage that segment, the car button stopping relay BSwill be energized to efiect the car stopping at the third floor.

However, it will be assumed that after the foregoing set-up, the attendant on car B who is now leaving the second floor on an up trip, decides to by-pass all calls, and thereupon presses the by-pass button B37 in car B to effect that result. The closing of the contact members of the button Bill energized the by-passing relay BN by a circuit extending from the supply conductor L-l-E (bottom of Fig. 5) through the coil BN and the contact members of button B3! to the supply conductor L6.

The energization of the relay BN opens its contact members BNI, BN2, and BN4 and closes its contact members BN3.

The opening of the contact members BNI disconnects the floor button registering control systern of car B from the control circuit for both cars, thereby causing deenergization of the registered relay B lUR, extinguishing the floor lantern. B lUL and preventing, while the button B31 is pressed, the registration of any floor stop call for car B. The opening of the contact members BN2 deenergizes the zone feeding relays B3UY, etc., and thus deenergizes the zone relay 3UZ.

Inasmuch as the zone feeding relay for car B and the zone relay controlled thereby are not deenergized, no floor lantern will be lighted for car B and hence, although it travels upwardly, no waiting passengers at the floors will be given a signal that car B is the next approaching car. Instead of any floor lanterns being lighted for car B, all of the floor lanterns will now be lighted for car A, both in the up direction and in the down direction. This will occur because ring circuit Ell for car A is fed by the zone feed relay contact members ZUYE of car A and the only zone relay contact members that are open in the ring circuit iii? are the contact members 2172!. Inasmuch as these zone contact members do not prevent the lighting of any floor lantern for car A, every floor lantern for that car will be energized through its ring circuit 50.

The closing of the contact members BN3 completes a circuit for lighting the by-passing lamps BZPL between the up and the down floor stop buttons of car B at the second floor, the by-passing lamp between the up and down buttons and B3DJ for car B at the third floor, and the my-passing lamp BQPL between the up button B iUJ and the down button BEDJ at the fourth floor for car B. The circuit for the bypassing lamps extends from the supply conductor L+5 through the contact members BN3 and thence in parallel through the lay-passing lamps BZPL, BSPL and BQPL to the supply conductor L-E. Inasmuch as these lamps are lighted, the waiting passengers at such floors, are now informed that car B is now a by-passing car and will not and they must press the stopping button indicated by some other lighted floor lantern in order to stop the next approaching car.

The opening of the contact members BNAZ of the by-pass relay prevents the energization of the inductor relays for stopping car B at any floor while the lay-pass button is held in by the car attendant.

As car B approaches to within stopping distance of the fourth floor. its brush BS2 engages the energized contact segment B ic and thereby energizes the car stopping relay BS by a circuit extending from the supply conductor L-l-l through the contact members of car stop button B40, the contact segment Bee, brush B352 and the relay BS to the supply conductor L i. The car button stopping relay BS closes its contact members BS! and BS2. The closing of thecontact members BS2 in the circuit to the inductor relays BE and BF fails to effect their energization and hence fails to cause them to stop the car, because the contact members BN of the by-passing relay are now open in the circuit to the inductor relays. The closing of the contact members BSI lights the flash lamp B36 in car B and this notifies the car attendant that he is within stopping distance of a floor for which he has registered a stop call, but that the car will not stop at such floor unless he releases the by-passing button B3"! to permit it to stop.

At this point, it will be assumed that the attendant changes his mind and decides to make the fourth floor stop, therefore he releases the by-pass button B31, thereby deenergizing the by-pass relay BN to open its contact members BN3 and close its contact members BNi, BN2 and BN i. The opening of the contact members BN3 extinguishes by-passing lamps BZPL, BiiPL and B ll-"L disposed between the up and the down buttons at the second, third and fourth doors for car B. The closing of the contact members BNI restores the floor buttons, fioor lamps, floor registering relays and cancellation coils to their former connection with the control system for the two cars, so that they will be effective in the future for registering stop calls at the various floors, etc.

The closing of the contact members BN i restores the circuit of the inductor relays to its former condition and inasmuch as the contact members BS2 of the car button stopping relay BS are closed, the inductor relay BE is now energized to effect the stopping of the car.

As the car approaches more closely to the fourth floor, the inductor relay BE the inductor plate BUE and is thereby operated to open its contact members BEL thereby deenergizing the high-speed relay BV to open its contact members BV! and BV? and close its contact members BVE. The opening of the contact members EVE restores the resistor Bri to the circuit of the field winding B23, thereby decelerating the car to its stopping speed. The closing of the contact members BVZS completes the oi i for energizing the stopping inductor relay i As the car approaches more closely to the fourth floor, the stopping inductor BF comes opposite the inductor plate BUB and is thereby operated to open its contact members BB5 thus deenergizing the up direction switch BU to open its contact members BUi, BUZ, BU3, BU l and BU5, and close its contact members BUE. The opening of the contact members BU? and BUS deenergizes the field winding B23 and the opening of the contact members BUI deenergizes the brake magnet Bil to apply the brake and thereby stop the car B level with the fourth. floor. The opening of the contact members Bllii destroys the self -holding circuit for the up direction switch BU.

The opening of the contact members Bil also deenergizes the inductor restoring relay open its contact members BB?! and tiereby re store the inductor relays BE and BF the inductor maintaining relay B6 to their normal deenergized condition.

Car B is now stopped at the fourth floor in answer to the up call from within the car and it will be assumed that the car attendant opens the door and permits the fourth floor passenger to depart and then closes the door ready to start on up to the upper terminal.

As car B is at the fourth floor, its contact brush B33 is disposed on the contact segment Bd5, thereby energizing the zone feed relay BEDY by a circuit extending from the supply conductor L+5 (Fig. 5) through the coil BEDY, contact B115, brush B33 and contact members BN2 to the supply conductor L-5. The energized relay BSDY closes its contact segments BEDYZ to feed a. portion of the zone ring circuit 5| of car 13 and closes its contact members BBDYI to energize the zone relay SDZ (Fig. 4). The energized relay 5DZ opens its contact members 5DZI in the zone ring circuit 50 of car A and opens its contact members 5DZ2 in the zone ring circuit 5| of car B.

It will be recalled that car A is standing at the first floor ready to start up, and had energized its zone feed relay IUY, thereby energizing the zone relay IUZ to open its contact members IUZI in the zone ring circuit 50 of car A, and its contact members IUZZ in the zone ring circuit 5| of car B. With the zone relays opening their contact members as described, with car A at the bottom terminal ready to go up and car B at the fourth floor ready to go up, the floor lanterns ahead of the cars and up to the next car ahead are lighted as follows: for car A the up floor lanterns IUL, ZUL, 3UL and 4UL are lighted by a circuit extending from the supply conductor L+2 through the feed contact members IUYI to ring circuit 50, contact members ZUZI, SUZI and IUZI, thence, in parallel, through the contact members IUPI ZUPI 3UPI and AUPI, and thence through the up direction lanterns IUL, 2UL, 3UL and 4UL for car A, and thence through conductor 53 to the supply conductor L-2.

The down floor lanterns BSDL, B4DL, BBDL, BZDL for car B are lighted by a circuit extending from the supply conductor L445 (Fig. 5) through the contact members BBDYQ to ring circuit 5|, thence through that portion of the ring circuit not shut off by the open contact members SD22 and 2UZ2, into the floor lanterns BEDL, BQDL, B3DL, B2DL and BIUL.

The cars are now ready for operation in their normal manner with the floor lanterns for car A which are ahead of that car up to car B being lighted to indicate to intending passengers the hatchway doors to which. they should go and press the up stop buttons thereat if they desire the next car approaching in the up direction to stop for them. The lighted floor lanterns for car B will indicate to the down passengers that if they desire to have the next car approaching in the down direction to stop for them they should press the down floor stop buttons beside the hatchway doors indicated by the lighted down fioor lanterns.

By the foregoing assumed operation of the by-passing system, it will be seen that a car attendant, by pressing a button within the car, may by-pass both outside stop calls and stop calls from within the car but that the by-passing system will indicate by a flash lamp to the car attendant when he has approached within the stopping distance of a stop call registered from within the car, so that he may stop for the within-thecar call if he desires. It will also be seen that the by-passing operation lights a lay-passing lamp at the floor buttons of each floor for the car that is doing the by-passing, so that ii any intending passenger has pressed the floor stop button for that car he will know that the car is by-passing and that he should look to another car.

It will also be seen by the foregoing that we have provided a signal and control system for elevator cars which is comparatively simple in operation and inexpensive to manufacture, install and maintain. It will also be apparent that our system will indicate to intending passengers at the floors the hatchway door at which the next car approaching in their desired direction will appear so that they can go to that hatchway door and then press the floor stop button thereat to cause the nearest approaching car to stop for them when it arrives at their floor.

Although we have illustrated and described only one specific embodiment of our invention, it is to be understood that it may be modified and changed in many ways, without departing from the spirit and scope thereof.

We claim as our invention:

1. In an elevator system for operating a plurality of cars serving a floor provided with a hatchway door for each car, a signal device at each hatchway door for each car, and means responsive only to the relative positions of the cars at all times for operating continuously one of the signal devices to indicate the hatchway door at which the nearest approaching car will appear.

2. In an elevator system for operating a plurality of cars serving an upper terminal floor, a lower terminal floor and a plurality of intermediate floors each of which is provided with a hatch way door for each car, a down signal device at each door at the upper terminal and at each door at each intermediate floor and an up signal device at each door at the lower terminal and at each door at each intermediate floor, means responsive only to the relative positions and direction of operation of the cars at all times for operating 5 continuously one of the signal devices at the floors to indicate the hatchway door at which the nearest approaching car will appear in the up direction and for operating continuously one of the signal devices at the floors to indicate the hatchway door at which the nearest approaching car in the down direction will appear.

3. In an elevator system for operating a pluralityof cars serving a plurality of floors each of which is provided with a hatchway door for each car, an up floor lantern and a down floor lantern at each hatchway door, and means responsive only to the relative positions and direction of operation of the cars at all times for continuously selectively lighting the floor lanterns to indicate the hatchway door at each floor at which the next approaching car will appear.

4. In an elevator system for operating a plurality of cars serving a plurality of floors, each of which is provided with a hatchway door for each car, an up floor lantern and a down floor lantern at each hatchway door, and means responsive to the position and direction of operation of the cars for selectively lighting the floor lanterns to indicate the hatchway door at each floor at which the next approaching car will appear for each direction regardless of the present direction oi operation of the cars.

5. In an elevator system for operating a plurality of cars serving a plurality of floors each of which is provided with a hatchway door for each car, an up signal device and a down signal device at each hatchway door, and means responsive to the position and direction of operation of the cars for selectively operating the signal devices to indicate the hatchway door at each floor at which the next approaching car will appear for each direction regardless of its present direction oi operation.

6. In an elevator system for operating a plu-

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