US2075102A - Electric elevator system - Google Patents

Description

March 3o, 1937. W E EAMEE ET AE 2,075,102

ELECTRIC ELEVATOR SYSTEM Filed Aug. 24, 1934 6 Sheets-Shet 1 March 30, 1937. w, F, EAMES ET AL 2,075,102

ELECTRIC ELE/ATOR SYSTEM AT RNEY March 30, 1937. w. F. EAMES ET AL 2,075,102

ELECTRIC ELEVATOR SYSTEM Filed Aug. 24, 1934 e sneetsheet 3 raf/hg dov-:12 E lNvENT /l//y//nam FIL-me and E f/a Ap/RNEY iff- WITNESSES:

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ELECTRIC ELEVATOR SYSTEM l AT NEY ma@ Q Much 30, 1937.

W. F. EAMES ET AL ELECTRIC ELEVATOR SYSTEM Filed Aug. 24, 1954 6 Sheets-Sheet 5 AT NEY March 30, W F. EAMES ET AL ELECTRIC ELEvAToR SYSTEM WTNESSESI NVENTORS d c E F29 7 Maarn/#fmes n n 7 an d//amhg Patented Mar. 30, 1937 PATENT OFFICE ELECTRIC ELEVATOR SYSTEM William F. Eames, Edgewood, and William R.

Harding, Wilkinsburg, Pa., assignors to Westinghouse Electric Elevator Company, Chicago, Ill., a corporation of Illinois Application August 24, 1934, Serial No. 741,270

24 Claims.

The present invention relates to systems of control for electric elevators and more particularly, to such systems in which a number of cars operating as a bank are controlled from push buttons located at the floor landings of the building and in the respective cars.

Earlier systems of control comprise an arrangement in which any car of a bank of cars may be stopped in response to operation of either a single up button or a single down button located in the corridor and common to all of the cars. In these systems, commonly, operation of any hall button registers a call which is maintained on the system and is not appropriated to any particular car until the arrival of a car within a short distance of the corresponding floor.

In the absence of means to predetermine which car of the system ywill respond to a call, it has 0 been found impracticable to light the hall lantern at the corresponding iioor until the arrival of a car at or about the slow-down point for the corresponding floor. For this reason, there v is frequently a considerable period after an intending passenger has registered a call before he is given an indication as to which car of the bank will stop for him. Moreover, the lighting of the iloor lantern occurs only a relatively short time before the arrival of the car at the correspond- ;m ing floor landing, and it has been found that an appreciable amount of time is lost by the passenger in moving to and boarding the corresponding car.

The copending application of W. F. Eames, Serial No. 700,257, filed November 29, 1933, and assigned to the Westinghouse Electric Elevator Company, discloses a system of this general type, but in which a call, upon being registered by an intending passenger, is immediately appropriated ,i0 to the nearest car travelling in the corresponding direction, regardless of the distance between such car and the corresponding floor. The appropriation to a particular car results in the immediate lighting of the floor lantern for that car at the corresponding floor, thereby immediately informing the intending passenger which car of the bank will stop for him, and enabling him to proceed to a position in front of the corresponding hatchway door.

5() Under certain conditions of traffic and in certain classes of buildings, it has been found desirable to enable the operator of such nearest car to determine Whether his car Will respond to such registered calls, and thereby overcome the 55 possibility of more calls being appropriated to a particular car than that car can handle expeditiously.

The present invention comprises a system similar, in many respects, to the system disclosed in the above-identified Eames application, but in which registration of a call on a passenger operated push button in the corridors immediately operates a signal in the car which is nearest, and travelling in the corresponding direction. Means are provided in each car to enable the operator thereof to appropriate such registered call to his car. The arrangement is such that although a number of calls may be simultaneously registered by intending passengers, with respect to which such car is the nearest car, the operator thereof may appropriate such calls to his car one at a time. The appropriation to a car of a. call results in immediate llighting of the floor lantern for that car at the corresponding floor.

With this arrangement, the operators of the respective cars are enabled to determine at any time how many additional passengers their cars are able to accommodate, and to limit the number of calls appropriated to their cars to such number.

It is an object of the present invention accordingly to provide an elevator control system in which operation of a passengers call button, common to all the cars, causes an immediate signal in one of the cars travelling in the corresponding direction.

It is a further object of the present invention to provide such a system in which such signal is received by the car nearest to the corresponding iloor travelling in the corresponding direction, to the exclusion of the other cars.

It is a further object of the present invention to provide such a system in which each operator is provided with means to enable him to immediately appropriate such registered call to his car.

It is a further object of the present invention to provide such a system in which the means in the cars for appropriating calls thereto are common to all the floors.

It is a further object of the present invention to provide such a system in which such registered calls may be appropriated to the cars one at a time, although a number of such calls may exist simultaneously.

It is a further object of the present invention to provide such a system in which the appropriation to a particular car of a registered call results in the immediate illumination of the door lantern for that car at the corresponding floor.

Cir

It is a further object of the present invention to provide such a system in which failure by the operator of a nearest car to respond to such a registered call leaves such registered call for a succeeding car.

Other objects of the present invention will become evident from the following detailed description taken in conjunction with the accompanying drawings, in which Figure l is a diagrammatic view showing the relationship of certain mechanical and electriu cal elements cf an elevator' system as used in the practice of the present invention.

Fig. 2 is a diagrammatic view of part of the ricer sel ctor shown in Fig. l.

Figs. 3, 4, 5, 6 and 7 taken together illustrate diagrammatically a complete control system for two cars, embodying the present invention. In these figures the circuits have been classified into eight groups and the circuits included in the respective groups indicated by brackets which appear along the right-hand margin of each figure. Throughout the description, mention of a coil or contact member is in most cases followed by a reference to the group in which it appears, to assist in locating it in the drawings. The locations of the respective coils and contact members are also given in a tabulation at the beginning of the detailed description of operation.

Except where specified the relays and switches illustrated in the drawings are conventional, each comprising a coil disposed to actuate a movable armature. The movements ci the armatures open or close various contact members. In the drawings any coils and the contact members operated thereby bear the same reference characters, with the exception that the contact members have an additional identifying letter. For example, the contacts operated by coil SBU-l are designated Sima-L tUb-, 80Uc-l, etc.

The operation of the system as a whole, and the apparatus illustrated in the respective gures may be described generally as follows.

Each intermediate :door landing is provided with one up push button and one down push button, common to all of the cars of the bank, for operation by intending passengers to register calls for service.

The up and down push buttons for four intermediate floors, the third, fourth, fifth and sixth, are shown in Fig. 3 (Group I) and are identied by the legends CSU, CllU, C5U, CEU and 03D, CQD, CED and CSD, respectively. A single push button is provided at each terminal landing. Since the terminal push button circuits are in all respects similar to the intermediate ioor push button circuits, they have been omitted from the drawings.

Calls registered by operation of the respective push buttons are maintained temporarily on a set of call-registering relays, common to all of the cars. 'Ihese relays are shown in Fig. 3, Group I. The up relays for the third, fourth, fth and sixth floors are designated ASU, A4U, A5U and AGU, respectively, and the down relays as ASD,

Alli), AD and AGD, respectively. Each call registering relay comprises an actuating coil, energized in response to the corresponding push button, and a magnetically opposed resetting coil, energized when the corresponding call is appropriated to one of the cars, as later described.

Operation of any call-registering relay results in immediate operation of a call indicating or operators signal in the nearest approaching car. By the term nearest approaching car we mean that car whose position, direction of operation and distance from the iloor of the operated call registering relay will permit it to be stopped when it arrives at that floor. In other words it means the nearest car for the desired direction which is still capable of being stopped at the floor at which a stop call is registered at the time the call is registered. The operators signal for cars l and 2, shown in Fig. l and in Fig. 7, Group VII are identified as FI and F-2, respectively.

The selection of the nearest car is accomplished by means of a group of zoning relays shown in Fig. 5, Group III. Each oor is provided with one up zoning relay and one down zoning relay, all of which are common to all of the cars. The up zoning relays for the third, fourth, fifth and sixth floors are identiiied as S3U, S4U, S5U and SEU, respectively, and the corresponding down zoning relays are identified as SSD, SD, SED and StD, respectively.

Each car of the bank is provided with an operators push button, to enable the operators to respond to calls indicated by the respective operators signals. These are shown in Fig. 7.

Group VIII, the operators push button for car l being identified as AB-I and that for car 2 as A13-2. The operators push buttons may be of any hand operated type, but are preferably semi-portable and connected to the control panels in the respective cars by means of exible cords, as shown in Fig. l.

Operation of the operators push button transfers the registered call from a call-registering relay to a corresponding call-storing relay. Each oor is provided with an up and a down callstoring relay individual t'o the respective cars. The call-storing relays are shown in Fig. 4, Group II, the up call-storing relays for car l for the third, fourth, fth and sixth floors being designated BSU-I, B4U-I, BSU-l and BSU-l. Those for the down direction are designated B3D-I, B4D--l, B5D--l and B6DI. The corresponding call-storing relays for car 2 are similarly designated but have a suffix 2 instead of l. The call-storing relays are similar in structure to the call-registering relays, each comprising an actuating coil energized through a circuit controlled by the Zoning relays, the corresponding call-registering relays and the operators push button, and a resetting coil energized when the associated car stops at the corresponding floor.

As soon as a call has been transferred from a call-registering relay to a call-storing relay, the call-registering relay is reset, and maintained so until the car associated with the call-storing relay stops at, and leaves, the corresponding oor. The call-registering relay cancelling circuits are shown in Fig. 6, Group V, and include an up cancelling relay and a down cancelling relay for each iloor common to all the cars. The up relays for the third, fourth, fifth and sixth floors are designated M3U, M4U, M5U and MSU, respectively. The down relays are designated MSD, MQD, M5D and MSD. As is later described, operation of any cancelling relay completes the circuit for the resetting coil of the corresponding callregistering relay.

The arrangement of the actuating circuits for the call-storing relays is such that although a number of calls may be registered simultaneously in the Zone for a particular car, a single operation of the operators push-button for that car results in the appropriation to that car of only one call. The call so appropriated is for the oor nearest the car'. Through this arrangement, the operator of the car may determine how many calls his car is to receive. If he discovers that his car has become fully loaded, he may fail to operate his operators push-button in response to his operators signal. Calls stored on the call-registering relays, to which the operator of such nearest car fails to respond, are maintained for the next following car. Any calls prleviously appropriated to such nearest car remain effective to stop it at the corresponding floors.

Prolonged closure of an operators push-button results in lighting a warning signal in the corresponding car, and also results in isolating that car from the zoning system. The warning lights for cars I and 2 are shown in Fig. l and in Fig. '7, Group VIII, and are designated as W-l and W-2, respectively. Additional warning signals 24-I and 24-2 for cars I and 2, respectively, are shown in Fig. 3, Group I, for

operation in the event an operator fails to respond to the operators signals F-I and F-2, respectively. 'I'he latter signals are preferably located at the dispatchers station and will serve to warn the dispatcher that the corresponding car is being isolated from the Zoning system.

As soon as a call is appropriated to one oi the cars, by operation of the corresponding operators button, a floor lantern corresponding to that car and located at the iloor corresponding to the registered call is immediately lighted. Each car is provided with an up and a down iioor lantern for each floor. The up oor lanterns associated with car I, for the third, fourth, fifth and sixth iloors are shown in Fig. 6, Group VI, the up floor lanterns being designated respectively as L3U-I, L4U-I, LSU-I, and LSU-I and the down floor lanterns as L3D-I, L4D--I, LSD-I, and LiD-L The up and down floor lanterns for car 2 are similarly designated but have a suffix The oor lanterns, upon being lighted in the manner above indicated, remain lighted until the car stops at and leaves the corresponding ilocr.

Each car of the bank is provided with a set of buttons including one button for each floor,

located within the respective cars for the purpose of registering stop calls for iioors at which passengers desire to leave the car. These stopping buttons are preferably collected in a panel, together with the operators signal, warning light and operators push-button, as shown in Fig. i.

The circuits for the car buttons for cars I and 2 are shown in Fig. 5, Group IV, the buttons for the third, fourth, fifth and sixth floors for car I being designated as PR3-I, PE4-I, PRE-I and PRB-I, respectively. The car buttons for car 2 are similarly designated but have a sunix 2. The car buttons are manually closable but are provided with retaining coils, adapted to maintain the associated button in the closed position after having been closed manually. The retaining coils, which appear immediately below the corresponding buttons, are normally energized and are arranged to be momentarily deenergized each time the associated car is reversed.

Each car is provided with a stopping relay arranged to respond to either the car buttons or the call-storing relays for the corresponding car as the car approaches a floor at which a call has been registered. The stopping relays are shown in Fig. 5, Group IV, and are designated 38-I and 38-2, for cars I and 2, respectively. Operation of the stopping relay for either car prepares circuits which cause the associated car to slow down and stop.

As shown in Fig'. l, the elevator car is attached l to a cable c which passes over a sheave 3 to a counterweight 4 to provide a direct traction drive. Sheave 3 is mounted on the shaft of a hoisting motor 5, together with the drum of a springappiied electro-magnetically-released brake 6. The circuits directly concerned with the control of the motor 5 form no part of the present invention, but have been illustrated as of the variable voltage or Ward-Leonard type, and are shown in Fig. 7, Group VIII.

Referring to Group VIII, the armature 5 is directly connected to the armature of a generator G. Generator G is provided with a separately excited held winding Gf, which may be selectively excited to determine the direction and speed of elevator motor 5, in a well known manner. Suitable speed regulating apparatus for the system is illustrated as comprising a series field GS on generator G. The starting and acceleration of motor 5 is controlled by an up button BU-I and a down button BD i, preferably mounted in the car station panel in the manner indicated in Fig. 1. The details of the motor control system are described later.

The slow-down and stopping of motor 5 is preferably controlled by means of switches of the type shown in Patent No. 1,902,602, granted March 2l, 1933 to Williams et al. and assigned to the Westinghouse Electric & Manufacturing Company. As there illustrated, such switches comprise an energizable winding, an iron core and a plurality of contact iingers. The contact fingers are so disposed in the magnetic circuit of the coil that energization of the coil is ineffective to cause movement of the contact fingers.

The magnetic circuit is so arranged, however, that movement of a magnetizable plate into the region of the switch actuates a Contact ringer. Preferably, each of the contact fingers has associated therewith a magnetizable plate which, when moved into the region of the switch, actuates the corresponding contact nger and does not actuate the other fingers.

The magnetic circuit of the switch is further arranged in such a way that while the presence of a magnetizable plate is required to initially actuate a contact finger, such linger when actuated, remains in the actuated position as long as the coil of the switch is energized, even though the switch is moved away from the region of the plate.

In the illustrated embodiment of the present invention, two switches of this type are employed per car. Those for car I are designated IR--I and ZR--L Switch IR-I is used for stopping and is provid-ed with one up inductor plate IU per floor, and one down inductor plate ID per ricer, as shown in Fig. l. Plates lU and ID are so mounted with respect to the associated oor that switch IR-I is breught opposite them just before the car reaches the associated floor, when travelling in the up and down direction, respectively.

Switch .ER- E is used as a slow-down device and is provided with one up plate 2U per iioor and one down plate 2D per door. Plates 2U and 2D are so located with respect to the doors that switch QR-i is brought opposite them when the car reaches the slow down position for the correspondking hoor when travelling in the up and down direction, respectively.

The circuits shown in Figs. 3, 4, 5, 6 and 7, Groups I, II, IiI, IV, VI and VII are commutated in accordance with the position of the respective cars with respect to the iloor landings by means of floor selectors individual to the cars. The driving mechanism and arrangement of the iloor selector for one car is shown generally in Fig. l, and in somewhat more detail in Fig. 2. Referring particularly to Fig. the driving mechanism comprises a telemotor transmitter l', preferably of the self-synchronizing type, which is directly connected to the shaft of elevator motor 5.

Telemotor transmitter 'i is electrically connected with a telemotor receiver 8 of the same type, in a well known manner, so that any rotation of the armature of transmitter 'l produces a proportional rotation, in a corresponding direction, of

n the armature of 11eceiver 8.

Telemotor receiver 8 serves as a driving device for floor selector l, which comprises a vertically mounted base panel lil, upon which are secured suitable guide rails il for a pair of vertically movable cross-head members l2 and i3. The cross-head members l2 and I3 are mechanically connected together by means of a chain I4 which passes over an idler sprocket l5. rotatably mounted on the base panel lll, and a driving sprocket i8, rotatably supported by means of a casing ll mounted upon the base panel l5. The casing il' contains suitable gearing (not shown) for transmitting the motion of the armature of the telemotor receiver 8 to the driving sprocket i6.

The construction so far described is such that movements of the elevator car l are reproduced on a smaller proportionate scale as movements of the cross-head members i2 and lf3. Although either cross-head member i2 or i3 may move upward in response to upward movement oi the car l, depending upon the phase sequence of the electrical connections between telemotor transmitter 'i and telemotor receiver 8, it is assumed that the telemotor connections are such that cross-head member' i3 moves upward when the car moves upward and covers its entire path of travel from bottom to top while the elevator car I is moving from its lower terminal limit to its upper terminal limit.

The cross-head members l2 and i3 each support a number of conducting brushes, disposed to engage and disengage groups of conducting segments mounted on the panel IS.

The rows of segments and brushes are shown in relation to their associated circuits in Figs. 3, 4l, 5, 6 and 7. The positions oi the several brushes with respect to the segments for various positions of the car are shown in Fig. 2.

Referring to Fig. 2, fteen rows of segments are illustrated. Each row includes one segment per floor, and each segment is designated by a reference character which identies the iioor and row with which it is associated. The segments in rows b, d, f, h, y', 1t and r, in the left hand portion of Fig. 2, under the legend down segments, cooperate with the brushes on cross-head l2, to commutate various circuits during downward travel of the car. The segments in rows a, c, e, g, i, lc, m and p, in the right hand portion of Fig. 2, beneath the legend up segments, cooperate with brushes on cross-head l 3 to commutate various circuits during upward travel of the car. Segments 32ai, fik-L tlcl and Sic-E cooperate with two brushes on cross-head i3, one brush being efiective during down tra-vel and one brush being effective during up travel of the car.

The brushes which cooperate with the segments in rows a, o, e, g, i, lc, m and p, respectively, are designated a-l, c--l, e-l, g-l, i-l,

auf/5,102

1CD-l, ICU-l, m-I and p-l. In Fig. 2, these brushes are shown in the position they occupy with respect to the segments when the car is standing at the fth floor. The positions occupied by these brushes when the car reaches the slow down position for the fth iloor travelling upwardly is shown by circular elements which appear a short distance below the respective brushes. Similarly, brushes Zi-l, d-l, f-L h-I, j-l, n-l and T-l which cooperate with the segments in rows l), d, f, it, 9', 1t, and 1, respectively are shown in their relative positions to the down segments when the car is standing at the fth floor. The position of these brushes when the car is at the slow down position in advance of the fth iioor, travelling downwardly, is indicated by circular elements under the respective brushes. These relative positions are also indicated in a legend at the bottom of Fig. 2.

The brushes which cooperate with rows a4 and b control the dispatcher signal @lv- 5, previously mentioned. These brushes engage a segment just after the car passes the slow down point for the corresponding floor and pass out of engagement with the segment just before the car reaches the corresponding oor. (Group I.)

'Ihe brushes which cooperate with the segments in rows c and d control the resetting of the call registering relays. These brushes engage a segment just before the car reaches the slow down point for the corresponding door and remain in engagement with the segment until the car passes a short distance beyond that loor. (Group I.)

The brushes which cooperate with the segments in rows e and f control the resetting of the call-storing relays. These brushes engage a segment just before the car reaches the slow down point for the corresponding floor, and remain in engagement until the car passes a short dista-nce beyond that oor. (Group II.)

The brushes which cooperate with the segments in rows g and h control the actuation of the call-storing relays. These brushes pass out of engagement with a segment just before the car passes the slow down point for the corresponding floor, and are in engagement with the segment for the next iioor when the car is standing at any floor. (Group II.)

The brushes which cooperate with the segments in rows z' and j control the zoning relays, there being two brushes per row spaced a short distance apart. Both brushes of a pair are in engagement with a segment when a car reaches the slow down point for the corresponding floor. When the car moves a very short distance beyond such ioor, the leading brush of the pair engages a segment for the next floor and the trailing brush passes out of engagement with the segment for the floor which the car is leaving. The brushes are so spaced that two segments are engaged simultaneously for a short distance of car travel. (Group III.)

The brushes which cooperate with the segments in row Ic control the energization of the stopping relay 38-2. As previously mentioned, the segments in this row are efiective during both upward and downward travel of the car. Accordingly, an up brush cUi is provided to cooperate with the segments in row 7e during upward travel and a down brush lcDl is provided to cooperate with the segments in row lc during downward travel. Brushes kUl and lcDl come into engagement with a segment just before the car reaches the slow down point for the corresponding floor and pass out of engagement with the segment just after the car passes that point. (Group IV.)

The brushes which cooperate with the segments in rows m and n control the lighting of the floor lanterns. These brushes engage a segment just before the car reaches the slow down point for the corresponding floor and remain in engage-y ment with that segment until the car has moved a short distance beyond the corresponding floor. (Group VI.)

The brushes which cooperate with the segments in rows p and r control the lighting of the operators signals F--l and F-Z. These brushes pass out of engagement with a segment just before the car reaches the slow down point for the corresponding oor, and are in engagement with the segment for the next floor while the car is standing at such corresponding floor. (Group VII.)

The following tabulation gives the function of the various relays and switches and identifies the group in which any coil or contact is located.

Coil and contact locations Function and designation Group I Group II Group III Group IV Group V Group VI Group VII Group VIII Call-registering relays:

Coil

hash@ Coil d Coil MSD Direction determining relays BOU-1 SOD-1 Coil k Coil lc Reversing switches: n

Accelerating switch:

GHG-1 Stopping relays:

Car 1 Car 2 :is-1 :is-1 con a Holding relays:

Car i Time relays:

ar l T-l Car 2 M-2 Coil a Coil Car 2 T-2 a Coil b H a n r H n n Function and desiga *Si a H nation :i :i n c: E E 2 2 E 2 E E U C U t5 C1 3 C) Transfer relays:

Carl Car2 PB-i Pia-2 a b c Cgil Isolating relays: Carl Car2 r-i P-2 a Coil Slow-down switches: Carl Car2 2R-1 zit-2 Coil a b Stopping switches:

Car Car2 iR-i iR-z Coil DETAILED DESCRIPTION on OPERATION Referring again to Figs. 3, 4, and 5, the operation in detail of the system is as follows. The rst part of this description covers the starting of one car and the stopping thereof from its car buttons. The second part covers the stopping of any car of a bank of cars in response to hall calls.

Assuming that switch 20, at the top of Fig. 3 has been closed, thereby energizing line conductors 2| and 22, which extend throughout Figs. 3, 4 and 5, and further assuming that car l was travelling in the upward direction when it arrived at the fifth floor, the circuit for the coil of up.-direction-determining relay BDU-l (Fig. 7, Group VIII) is completed and remains so until the car either reaches a terminal landing or is reversed by operation of the down starting button BD-l (Fig. '7, Group VIII).

The circuit for relay BUU-l extends from line conductor 2| through the normally closed contact a. of down starting button BD--I coil BDU- i, normally closed contact members MDK-l of the down-direction-determining relay, and limit switch LU-|, to negative line conductor 22. Limit switch LU-I may be of any conventional type, disposed to respond to the arrival of the car at the upper terminal.

Upon completion of this circuit relay BDU-I is actuated to close Contact members 80Ua-l, 80Ub-l, BUUc-l, 8|lUd-I, llUe-I, BUUi-I, 8DUg MUM-I, BEJUi-I and 89Uil and to open contact members Uk-I.

The closing of the a, b, c, d, e, f and y' contact members of relay BDU-l prepare circuits associated with the call-registering relays, the call storing relays, the zoning relays and the operators signal F-I. These circuits are concerned with the response to hall calls, and are discussed in the second part of this description.

The closing of contact members BOUg--I preparesk a circuit for the coil of relay 38-I (Group IV), thereby conditioning the system to respond to car calls during upward travel.

The closing of contact members BUUh-l completes a circuit for the retaining coils associated with car buttons PRS-l, PRA-l, PRS- l and PRB-I. This circuit is shown in Group IV and includes the retaining coils, in parallel, and contact members 80Uh-l.

The closing of contact members BDUi-l com pletes a circuit for the up fth oor lantern LSU-I associated with car l, thereby advising any intending passengers at the fifth floor that car No l is there and is conditioned to travel upwardly, This circuit is shown in Group VI and includes lantern LU-I, fth floor selector segment ini, selector brush m-I, contact members 8Ui-I, and contact members GRB?)- I, which are closed at this time.

The Opening of contact members 80Ulc-I prevents completion of a circuit for down direction determining relay SDD-I (Group VIII).

OPERATOR CLOsEs UP-sTARTINo BUTTON BU-l, STARTING GAR UPWARDLY Switch RU-I closes Closure of the up starting button BU-I (Group VIII) for car I completes a circuit for up-reversing switch RU-I to thereby cause car I to start upwardly. This circuit includes the normally open contact members b of starting button BU-I, coil RU-I, an interlock RDb-I Of the down reversing switch, and contact members a of stopping relay IR-I. Upon completion of this circuit up-reversing switch RU-I closes contact members RUa-I, RUC-I, RUd--I, RUe-I and RUf-I, and opens contact members RUb-I, all of which are included in Group- VIII.

RU-Z self-holding circuit Closure of contact members RUa-I, which are connected directly in parallel with the contact members b of button BU-I completes a selfholding circuit for coil RU-I, so that only a momentary closure of up button BUL--I is necessary.

Generator field Gf excited Contact members RUd--I and RUe-I complete a circuit tor the separately excited eld winding Gf of the generator G. This circuit includes a slow-down resistor Rf-I which limits the field current to a relatively low value, sufricient to cause a low operating speed of hoisting motor 5.

Brake 6 releases; relay M--l operates; car starts Accelerating switch GR6-1 closes Closure of contact members RUc-I completes a circuit for the coil GRB-I of an accelerating switch, which also includes the normally closed contact members of slow-down switch 2R-I. Upon completion of this circuit switch GRE-I opens contact members GRBa-I, GRb-I and GREC-I and closes contact members GRSd-I.

Fifth floor lantern L5U-1 extinguished Contact members GRSa--I are associated with the resetting circuits for the call-storing relays of car I and their eect is described in the second part of this description. Contact members GRb-L in opening, extinguish the up iiith floor lantern LEU-I (Group VI). Contact members GREC- I prevent energization of the coil of stopping svn'tch IR-I while the car is travelling at high speed.

Car at full speed Contact members GRSfZ-I are in parallel with resistor R-I (Group VIII) and upon closure short-circuit this resistor and apply full iield current to iield winding Gf. To simplify the drawings, the closure of the accelerating contact members GRSCZ-I is shown as occurring almost simultaneously with the closure of the reversing switch contact members RUd-I and RUe-I. In practice, the closure of the accelerating contact members will be slightly delayed. The application of full field current to generator G results in full speed operation of motor 5 and of the elevator car.

Upon completion of the above described circuits, in response to the momentary closure Of up starting button BU-I, the car will continue tc travel upwardly at high speed until intercepted by a call, or until a terminal is reached. TO simplify the drawings, apparatus for accomplishing the stopping of the car at terminal landings has not been illustrated. Such apparatus may consist in conventional terminal slowdown switches, but preferably also includes callregistering and call-storing circuits similar in all respects to those which have been illustrated for the intermediate iioors.

OPERATOR RiaGrsTERs CAR CALL, STOPPING CAR AT 6TH FLOOR Button PR-l closed Assuming the operator desires to stop the car at the sixth floor, he may operate the sixth floor car button PRS- L at any time before the car reaches the slow down point for the sixth floor. Operation of this button after the car has approached too closely to the sixth iloor to permit a normal stop, is oi no eiect.

Stopping relay 38-1 operates Button PRS-I, upon being manually closed, is held closed by the retaining coil shown immediately below it, as previously described. When closed, button PRG-I prepares a circuit for the coil of stopping relay 38-I, as shown in Group IV. Just prior to the arrival of the car at the slow down point for the sixth floor, selector brush lcU-I engages Segment- Bk-I, and completes the circuit for the coil of relay SS-L prepared by button PRG-i. As shown in Fig. 5, this energizing circuit for relay 38-I remains complete until the car has passed a short distance beyond the slow down point for the sixth floor, at which time the selector brush lcU-I passes out of engagement with segment Sk-I Relay Q operates; slow-down .SwitchJ ZR-l energized Upon energization of coil 38-1, contact members .28a-I (Group VIII) are closed. and complete a Circuitl for the coils of slow-down switch R-I and an auxiliary holding relay Q--L Upon completion of this circuit, relay Q-I operates and closes contact member Qa-I. rIhese contact members are in parallel with contact members 33a-I and complete a holding circuit for coils '2R-I and (Q -t.

.Switch 2R-1 passes plate and operates; switch GR-l deenergieed As previously mentioned, energization Of the coil of slow-down switch 2R-l has no immediate effect upon contact members a and b of this switch. When the car, in its upward movement, brings slowwdown switch ZR-l adjacent the up slow down inductor plate 2U associated with the sixth floor, as shown in Fig. l, contact meme bers a thereof are actuated to the open position.

The opening oi these contact members interrupts the circuit for the coil of accelerating switch GPUL-I. Switch GRS-l accordingly opens contact members GRd-l and recloses contact members GRM- i, GREb-l and GREC-l.

Car slowed down; lantern L6U-1 lighted; switch 1R-1 energized brush M-I is in engagement with the sixth floor selector segment (im- L as shown in Fig. 6. This circuit lights up the sixth floor lantern, inform ing any intending passengers at the sixth floor of the approach of the car.

Switch 1R-1 passes plate and operates; switch RU-l deenergized When the car approaches Within a short distance of the sixth floor, stopping switch IR-l is brought opposite the up stopping plate IU, as shown in Fig. 1, and contact members a thereof are opened. The opening of these contact members interrupts the circuit for coil RU-I, opening contact members RUa-I, RUC-I, RUd-l, RUe--l and RUJ-l and closing contact members RUb-L Generator field deenergieed; brake applied; car stopped; relay M--Z and Switches .2R-1 and 1R-1 deenergieed The opening of contact members RUa-I and RUc-I, and the closure of contact members RUb-l, is without eiiect. The opening of contact members RUf-I deenergizes the release coil of the electro-magnetic brake and deenergizes coil` M-L The opening of relay M--l has no eiect other than to prevent energization of the coils of slow down and stopping relay LR-l and IR-I when the car is at rest. The opening of contact members RUd-i and RUe-l interrupts the circuit for the iield winding GF of generator G. This operation, together with the application of brake 6, brings the car to rest at the sixth iioor.

OPERATOR CLosns DowN STARTING BUTTON BD-l STARTING CAR DOWNWARDLY As long as the car remains at the sixth floor, up*direction-determining relay SBU-l will remain energized to condition the selector for fur- Up direction determining relay U-1 deenergiaed; car buttons released; lantern LEU-1 ea:- tinguished Operation of down button BD- opens its contact members a and closes its contact members b. 'I'he opening of contact members BDa-I deenergizes the coil of up-direction-determining relay SDU-I. Accordingly, this relay resumes the deenergized position, opening contact members Ua-I, 80Ub-I, 8Uc-l, Ud-L SDUe-I, Uf-I, 80Ug|, Uh-L BUi-l, and iUi-l and reclosing contact members Ulc-l. As previously mentioned, the a, b, c, d, e, f, and y contact members of relay SGU-I are concerned with the response to hali calls and their eiect is described in connection with the response to hall calls. The opening or contact members 80Uh-l interrupts the circuit for the retaining coils associated with the car buttons (Group IV), thereby restoring any operated car buttons to the illustrated open position. The opening of contact members Ui-I interrupts the circuit for the up sixth floor lantern LSU- i, thereby extinguishing this lantern (Group VI). The opening of contact members BEIUg-l discon nects the up floor selector brush kU-l as shown in Group IV.

Down direction determining relay 80B-1 operates Reclosure of contact members 8llUl completes a circuit for the coil of down-direction-determining relay 80B-l. This circuit is shown in Group VIII and includes the now closed contact members a of button BU-I, coil ilD-l, contact members BOUlc--L and a limit switch LD-I, arranged to be opened when the car reaches the lower terminal.

On completion of this circuit, relay BBD-I closes contact members StDa-I, 8GDlJv-I, BlIDe-l, 80Dd-I SiJDe--L 80Df-I, 80Dg-|, 80Dh|, 8UDi-l, and SDj--l and opens contact members 80Dk-I. The a, b, c, d, e, f andy' contact members of relay 80B-l are associated with the circuits of the call-registering relays, the call-storing relays, the zoning relays and the operator signal F-L and their effect is de scribed later in connection with the response to hall calls.

Car button retaining coils energized The closing of contact members 8llDh-I completes a circuit for the retaining coils associated with the car buttons, as shown in Group IV.

Lantern LD-I lighted The closing of contact members Di-I completes a circuit for down sixth licor lantern LSD-l, thereby advising any intending passen gers at the sixth iloor that car No. I is conditioned to travel downwardly. This circuit is shown in Group VI and includes lantern LSD-I, sixth floor selector segment iin-4, selector brush n-|, contact members SDi-l and contact members GRSIr-l which are closed at this time since the car is at rest.

The opening of Contact members Dlc-l prevents completion of a circuit for the coil of relay SDU-l. (Group VIII.)

Down reversing switch RD-l operates, cansino car totravel downwardly at full speed Closure of the b Contact members of button BD-I completes a circuit for the coil of down reversing switch RD-I, which also includes interlock contact members RUb-l and contact members b of stopping relay lR-l.

Upon completion of this circuit, down reversing switch RD-i closes its contact members RDa-l, RDC-l, RDd-l, RDe-L and RD-L and opens its contact members RDb--i Contact members RDn-l are connected in parallel with the b contact members of button BD-l and closure thereof completes a self-holding circuit for down reversing switch RD-l.

The opening of contact members RDb-I prevents completion of a circuit for the coil of up reversing switch RU-I.

Closure of contact members R-Dd-l and RDc-l completes a circuit for the eld winding GF of generator G, which also includes the slowdown resistor R-i. This circuit for field winding GF is the reverse of the circuit described in connection with up travel, and results in a supply tc motor 5 of voltage tending to cause downward travel at low speed.

Closure of contact members RDf-l energizes the release coil of the electromagnetic brake 6 and coil M-I. Upon release of the brake and the application of low voltage to motor 5, the car is started downwardly at slow speed. The energize-tion of coil M-E, as previously described, prepares a circuit for the coils of slow-down and stopping relays ZR-l and lRf-l.

Closure of contact members RDC-l completes a circuit for the coil of accelerating switch GRS-i which circuit includes the contact members b of slow-down relay ZR-l.

Upon completion of this circuit, accelerating switch GRE-l opens its contact members GRGa-I, GRBb-l, GRBc-l and closes its contact members GRd-I. Closure of contact members GRBd-l accelerates the car to full speed, as previously described. rIhe opening of contact members GRa-l is concerned with the operation of the call-storing relays (Group II) and is described later.

Lantern LD-l etinguished The opening of contact members GRGb--l interrupts the circuit for the down sixth floor lantern LSD-l, thereby extinguishing it (Group VI).

The opening of the contact members GREC- i:

prevents completion of a circuit for the coil of stopping relay lR-I while the car is travelling at high speed, as previously described (Group VIII).

Upon completion of the above-described circuits, the car will continue to travel downwardly until intercepted by a call or until a terminal is reached, as described in connection with up travel. While travelling downwardly, the car may be stopped, in the natural order of the floors, at any floor for which a car button is operated, providing such car button is operated before the arrival of the car at the slow-down point for the corresponding floor. This may be illustrated by assuming that car buttons PRS-l and PRS- I for the fth and third floors, respectively, are operated.

OPERATOR CLosEs CAR BUTTONS PR-l No PRS-L CAUsrNG S'rors AT 5TH AND 3RD FLooRs Upon being manually closed, buttons PRE-I and PRS-l are retained in closed position by their retaining coils, shown immediately below the corresponding buttons in Group IV. Closure of these buttons prepares circuits for the coil of stopping relay S23-I.

As shown in Fig. 2, just before the car reaches the slow-down point for the fifth floor, brush ICD-l engages fifth floor selector segment 51e-I, thereby completing a circuit for the coil of stopping relay i-I which also includes the now closed contact members Df-l. As mentioned in connection with up direction operation and as shown in Fig. 2, this circuit remains complete until the car has passed a short distance beyond the slow-down point for the fifth floor.

As described in connection with up direction travel, stopping relay 38-l closes its contact members SBd-l, thereby completing a circuit for 1the coils of slow-down relay 2R--I and auxiliary holding relay Q-l (Group VIII). Relay Q-I, in turn, closes contact members Qa--l to complete a holding circuit for coils Qi and 2R-I.

When the car in its downward travel brings slow-down relay ZRf-l opposite magnetic plate 2D, contact members b thereof are actuated t0 the open position, thereby deenergizing the coil of accelerating switch GRB-i which opens its contact members GREd-l, and recloses its contact members GR6a-|, GRGb-I and GRGc-L Lantern L5D-1 lighted Closure of contact members GRGc-l is without effect. Ihe closure of contact members GRBb--l completes a circuit for the fifth floor lantern LED-l since at this time, selector brush n--I is in engagement with the fth floor selector segment n-I, and since contact members SUDi-I are closed (Group VI). Accordingly, the fifth floor down lantern is lighted to inform any intending passengers at the fth floor of the approach of the car.

The reclosure of contact members GRBc-I completes a circuit for the coil of stopping relay lR-l as previously described (Group VIII).

The opening of contact members GRBD-I reincludes resistor R-l in the circuit of eld winding GF, thereby initiating the slow-down of the car, as previously described (Group VIII).

When the car reaches a point a short distance above the fifth floor landing, stopping relay lR-i is brought opposite magnetic plate ID and contact members b thereof are actuated to the open position, thereby deenergizing the coil of down reversing switch RD-l, which opens its contact memers RDa-|, RDC-l, RDd-i, RDe-l, RDf-l and recloses its contact members RDb-I (Group VIII).

Car stopped at 5th floor The opening of contact members RDd-l and RDC-l and closure of Contact members RDb-I is without effect. The opening of contact members RDf-I applies electromagnetic brake 6 and releases holding relay M--I scribed. The opening of contact members RDd-l and RDe-l deenergizes field winding Gf, and, together with the application of brake 6, brings the car to rest at the fth floor.

As long as the car remains at the fifth oor, the down fth floor lantern LED-I will remain lighted, to inform intending passengers that the car is conditioned to travel downwardly.

Car restarted downwardly; lantern LSD-1 extinguished The car may be again started downwardly by reoperation of down button BD-l, the starting and acceleration being as previously described. As the car leaves the fth floor, lantern LSD--l is extinguished by the opening of contact memas previously de- The stopping at the third oor in response to the energization of relay S8-| is in all respects similar to the stopping operation described for the fifth floor, third floor down lantern LSD- i being lighted when slow-down is initiated and remaining lighted as long as the car remains at the third floor.

Successive stops in response to car buttons It is believed obvious from the above description of the response to car calls during downward travel that the car may be stopped in its upward travel at any number of floors at which car buttons are operated, regardless of the order of operation, as long as such car buttons are operated before the slow-down point for the corresponding floor is reached.

RESPONSE or SYSTEM 'ro HALL CALLS Operation of zoning relays As previously mentioned, the zoning relays shown in Group III are common to all the cars in the bank and have the effect of dividing the hatchways into zones in such a way that all the hall calls registered between the position of any one car and the next car in advance travelling in the corresponding direction, or between such one car and the corresponding terminal, are received by the call receiving mechanism of such one car, to the exclusion of the other cars. These zoning relays also prevent response by the call receiving mechanism for any one car to hall calls .registered for floors which that car has passed. The zoning relays for the respective oors and directions are operated as the cars pass the respective doors in the following manner.

Relay S'3D operates Assuming that car I is still standing at the third floor, conditioned to travel downwardly, as in the previous description, a circuit is completed for third floor down zoning relay SSD, since con-l tact members BDe--l and 80Df-I are closed, since trailing brush j l is in engagement with third floor selector segment Sy'-I, as is evident from Fig. 2. Contact members Pa-l are provided to isolate car l from the zoning sys tem and are operated only in the event of a prolonged closure of the operators button PB-I (Group VIII). Through this circuit, down third floor zoning relay SSD remains energized as long as the car remains at the third floor, conditioned to travel downwardly.

Car reversed Relay 80D-1 deenergieed For example, assuming that car I is reversed manually at the third floor by operation of up button BU-l, the circuit for down-directiondetermining relay 80B-I is interrupted. Relay BUD-l accordingly opens contact members 80Da-l through BilDj-i and. recloses contact members llDlc-I. The opening ot contact members SDDe-l interrupts the circuit for the coil of third oor down zoning relay SSD, which thereupon falls to the deenergized position (Group III).

Relays 80U-1 and SSU operate The reclosure of contact members SilDk--I completes a circuit for the coil of up direction determining relay lU-I (Group VIII). As a consequence, contact members 80Uf-l close, completing a circuit for the third floor up zoning relay SSU, since with the car at the third floor trailing brush z'-| is in engagement with the up third iioor selector segment Si-i (Group III). This circuit remains complete as long as the car remains at the third floor in condition to travel upwardly.

Car leaves 3rd floor; relay S4U operates Just after the car leaves the third floor travelling upwardly, as shown in Fig. 2, leading brush i-l engages fourth floor selector segment 4i-l thereby completing a circuit for fourth iioor up zoning relay SAU.

Relay S3U aeenergieea Just after completion ci' this circuit, trailing brush i-i passes out of engagement with third oor selector segment Sie-I, thereby deenergizing third oor up zoning relay SSU.

Car passes 4th floor; relay S5U operates; relay S4U deenergieetl Similarly, just after the car leaves the fourth oor travelling upwardly, fifth licor up zoning relay S5U is energized by the engagement of fth floor selector segment .rsi-l by leading brush il and fourth floor up zoning relay SGU is deenergized by the disengagement of segment 4i-l by trailing brush z'-i. From this description it Will be seen that the arrangement is such that the up zoning relay for any iioor is energized just after the car leaves the preceding floor, travelling upwardly, and remains energized until just after the car leaves that floor, travelling upwardly, unless reversal is made at such floor, in which event, the up zoning relay is deenergized at the time the reversal is initiated by the deenergization of up-direction-determining relay SDU- i.

Operation of down eom'rzg relays It is believed to be obvious also that during downward travel of the car the down zoning relay for any floor is energized just after the car leaves the preceding floor and remains energized until just after the car leaves that floor, travelling downwardly, unless reversal is made at such floor, in which event the corresponding down zoning relay is deenergized at the time reversal is initiated by deenergizing relay SGD-I.

Zoning relays responsive to each car in` system As also shown in Group III, the zoning relays respond to the movements of car 2 in the same manner as described in connection with car i, since the segments llii, 4i-l, Sy'-l and 1j-i are connected directly in parallel with the corresponding segments associated with car 2. Similarly, corresponding segments for additional cars would also be connected in parallel with segments ii-I, li-l, Sj-l, lj-l, etc. With this arrangement at any given time one zone relay is operated by each car of the bank. For example, assuming cars I and 2 are both conditioned to travel upwardly, and are at the fifth and third iloors, respectively, as shown in Group III, fth floor up Zoning relay SEU is operated by car l and the third floor up zoning relay SBU is operated by car 2. Ii car l is conditioned to travel upwardly and car 2 is conditioned to travel downwardly, up zoning relay S5U is operated by car l and down zoning relay S3D is operated by car 2. The positions and directions of travel of any other cars in the bank would similarly determine the operation of others of the zoning relays.

Zoning relay contacts Each Zoning relay is provided with a, h, c and d contacts, identified as SSUa, SSUD, S3Da, SSDI), etc. The a contacts of the zoning relays are shown in Group I, and are associated with the circuits for the resetting coils of the call-registering relays ASU, AGD, etc.

Contacts SfiUa, S5Ua, etc., of the up Zoning relays form interconnections between segments Sc--L lici, etc., associated with car i, as well as between the corresponding oor selector segments associated with car 2. The corresponding segments of other cars of the bank would also be connected in parallel with the segments 3c-l, llc-l, etc.

'Zoning relay a contacts; call registering relay resetting The interconnections formed by the contacts SlUa, SEUa, etc., permit completion of the resetting circuits for any up call-registering relays associated With oors between the position of any car conditioned to travel upwardly and the next highest car conditioned to travel upwardly, or the upper terminal, and prevent completion of the resetting circuit for the up call-registering relay for any floor below the position of such car. For example, assuming car l is standing at the fifth floor and car 2 is standing at the third oor and that both cars are conditioned to travel upwardly, zoning relay contacts S5Ua and S3Ua will be opened, as previously described. Brush c-l will oe in engagement with segment 5c--l and the corresponding brush oi car 2 will be in engagement with the third floor segment for car 2. Accordingly, subject to operation or the cancelling relays MoU, M42-U, etc., later described, a circuit can be completed for the resetting coil of up call registering relays AEU or AGU, or any other higher floors (not shown) through the segment Sc--i and brush c-i and the zone relay contacts SSUa, etc., for floors above the position of the car. Contact SEUa of the ith oor up Zoning relay SoU, being open, prevents completion through segment 5c-i and brush c--i oi a circuit for the resetting coil of any up call-registering relay corresponding to a iioor below the ith iioor. Contact SEUa also prevents completion through the corresponding brush and segment oi car 2, of a circuit for the resetting coils of up call-registering relays ASU, AiSU and those associated with higher floors.

Action of other cars Similarly, circuits for the resetting coils of third and fourth floor up call-registering relays ASU and AiU can be completed through the corresponding brush and segments associated with car 2. Contact SSUa being open, prevents completion through the corresponding brush and segment of car 2 of a circuit for the resetting coil of any up call-registering relay for a floor below the third iioor. This Contact member also prevents completion oi a circuit, through the corresponding brush and segment of any other car which may be positioned below the third floor, for the resetting coils of up call registering relays 3U and AQU.

Contact members SSDa, SQDa, etc., of the down zoning relays form corresponding interconnections between the floor selector segments of all of the cars which are associated with the circuits of the resetting coils oi the down call-registering relays A3D, Atl), etc., and function to permit resetting by any car conditioned to travel downwardly oi down call-registering relays between the position of such car and the next car, or the lower terminal, and to prevent resetting by such one car of any dov-.fn call registering relay for lio-ors above the position of such one car. scribed in connection with the up Zoning relays, the contacts SYSDa, SfiDa, etc., of the down zoning relays also prevent resetting of down call-registering relays by any car except the car which is nearest the corresponding floor.

Zoning relay b contacts; call-storing relays, car 1 'I'he b contacts of each of the Zoning relays are shown in Group II, and are associated with the call-storing relays for car l. The b contacts of the up zoning relays form connections between the segments Scl-E, Lig-i, Eg-l, (ig-i, which control the energiZatic-n of the call storing relays EIT- i, EQU-5, etc., and the D contacts of the down zoning relays are similarly associated with segments Sh-i, dh-l etc.

Through these interconnections, when car i is standing at any floor conditioned to travel upwardly, a circuit for the call-storing relay associated with any door between the position of the car and the next highest car conditioned to travel upwardly, or the upper terminal can he completed through brush g-i and the segments Ey--L Ly-i etc., engaged by it, and completion of the circuit for the call-storing relay associated with any floor below the position of the car is prevented. Also with car i standing at any oor conditioned to travel downwardly, a circuit can be completed through brush h-i and one of the segments Sli-L .fini, etc., for the down callstoring relay associated with any door between the position of the car, and the ext lowest car conditioned to travel downwardly, or the lower terminal, and completion of the circuit for the down-call-storing relay associated with any licor above the position or" the car is prevented,

Zoning relay c contacts; call-storing relays, cor 2 The c contacts or" the up and down zoning relays are also shown in Group II and control the circuits of the call-storing relays IMU-2, B3U--2, etc., associated with car 2, in the manner described in connection with the b contacts of these relays. Similarly, the call-storing relay circuits for all other cars of the bank would have contacts of the Zoning relays associated therewith in the As de- Lif manner illustrated for the b and c contacts of the Zoning relays.

Zoning relay d contacts; operators signals F--1 and F-Z The d contacts of the zoning relays are shown in Group VII. The d contacts of the up zoning relays form interconnections between the segments 31a-l, 4p-I, 5pt-l, etc., which control the operators signal F--I, and the time relay T--I, as well as between the corresponding segments associated with car 2. Through these interconnections, when car I is standing at any floor conditioned to travel upwardly, the operators signal F-I can be illuminated in response to an operated up call-registering relay for any floor between the position of the car and the floor at which the next highest upwardly moving car is positioned, or the upper terminal, and cannot be illuminated in response to operation of a callregistering relay for the oor below the position of the car. Similarly, when car 2 or any other car of the bank is standing at any floor conditioned to travel upwardly, these interconnections permit operation of the operators signals 1?*2, etc., in response to operation of any up callregistering relay for floors between the position of such car and the next highest car conditioned to travel upwardly, or the upper terminal, and prevents operation of the operators signals F2, etc., in response to up call-registering relays for iioors below the position of such car.

The d contacts associated with the down zoning relays SSD, SIID, etc., form interconnections between the segments 3r-I, 4r-I, etc., associated with car I, as well as between the corresponding segments associated with car 2 and all other cars in the bank. These contacts of the down zoning relays function, during the downward travel of thercars, corresponding to the d contacts of the up zoning relays and permit operation of the operators signals F-I, F-2, etc., in response to the down call registering relays associated with any floor between the position of car i or car 2 and the next downwardly moving car, or the lower terminal, and prevent operation of signals F-I and F--2, etc., in response to down call-registering relays above the positions of the respective cars.

Assuming throughout the following examples, that car I is the leading car, that is, the car nearest any floor at which it is assumed a call is registered, the response of the system to hall calls is as follows.

As previously mentioned, if car I is standing at the fourth floor and conditioned to travel upwardly, up-direction-determining relay BDU-I and up fourth zoning relay S4U are energized and the up vfourth floor lantern L4U-I is lighted.

Button CGU registers 6th floor up call,- call registering relay A6U operates Il an intending passenger at the sixth floor wishes to travel upwardly and operates button CGU, a circuit is thereby completed for the actuating coil of up call-registering relay A6U, as shown in Group I. Upon completion of this circuit up call-registering relay A6U closes its contact members a, b, c, d, e and f.

Self holding' circuit for relay A6U Contact members AEUa are connected directly in parallel with the contact members of push button CGU and complete a self-holding circuit for the coil of up call-registering relay A6U.

Contact members AGUb prepare a circuit as shown in Group II for the coil of up call-storing relay BSU- L associated with car I. This circuit also includes the now closed Contact members M6Ub of the up sixth oor cancelling relays, contact members S5Ubl of the up fifth floor zoning relay, contact members AEUd of the fth floor up call-registering relay, segment g-i, brush gni (now in engagement therewith as shown in Fig. 2), contact members IlUc-I, and the now open contacts Ta-I of the time relay and PBb-I oi the operators push button.

Action for car 2 Contacts A6Uc associated with up sixth ncor call-storing relay BGU-2 for car 2 also close, but since car I is assumed to have been 'the nearest carto the sixth iioor, the now open contacts S4Uc of the up fourth iioor zoning relay prevent completion of a circuit for up sixth floor eallstoring relay BSU-2 through the corresponding brush and segment for car 2.

The opening of contact members AGUCZ and ABUe, also shown in Group II and associated with cars I and 2, respectively, is without effect at this time,

Operaiors signal F-l lighted; relay T--l operates Closure of contact members AQU oi' upcali" registering relay A6U completes a circuit for the operators signal FI and the time relay 'lC--i associated with Car I, as shown in GroupVII. This circuit extends through Contact members AEU, contacts S5Ud, fth floor segment Ep-I, brush p--I (now in engagement therewith as shown in Fig. 2), Contact BBUi-L signal F-l and coil 'IL- I in parallel, and through theV new closed contact members PBc-I to the other side of the line.

Upon completion of this circuit, time relay T-I operates, closing its contacts Ta-I in the circuit of brush g-I, Group II, and opening its contacts Tb-I in the circuit of warning signal W-I and by-pass relay P-I shown in Group VIII.

The consequent lighting of signal FMI in car I informs the operator thereof that at some iioor between the position of his car and the upper terminal or between the position of his car and the next highest car a call has been registered by a passenger desiring to travel upwardly.

Operator closes button ABF-1; relai.l PB-l operates At any time after the lighting oi signal lamp F--I, the operator of car I mayT appropriate the call to his car by closing button AB-i Closure of this button completes a circuit ier the coil of relay PBI, as shown in Group VIII. In response to completion of this circuit, relay PB-I opens contacts PECL-I, starts an opening movement of contact members PBc--I, closes contact members PBb-I and starts a closing move ment of contact members PBd-I.

Contact members PBa-I are included in the circuits of iloor selector brushes c-i and ci-l as shown in Group I, and prevent the tion of a call-registering r lay resetting coil through these brushes as long as me operator holds button AB-I in the closed position.

Call-storing relay BSU-1 operates Closure of contact members PBli-I con'uiietes a circuit ior the actuating coil of call-stcring reil O Signal Fl extinguished; relay T-l deenergz'eed Contact members PBC-i upon opening interrupt a circuit for signal lil-l and time relay T-l, as shown in Group VII. The opening, as Well as the closure, of these contact members is slightly delayed, preferably by means of an air or oil dashpot (not shown). The delay in opening is provided to insure closure of Contact members PBb-l in Group II prior to the reopening of contact members Ta-l, connected in series therewith, The delay in closure is provided to ensure proper resetting sequence, as later de scribed.

Closure or contact members PBd-l is Without effect, because Contact members 'Ibi, connected in series therewith, as shown in Group VIII, are Lro"'..ed with means, preferably an air or oil ashpot, to delay the closing movement thereof. accordingly, although coil T-l is deenergized,y as mentioned in the preceding paragraph, contact members 'Ib-l are still open. The delay in closure is preferably several seconds. The circuit including contact members and ?Bcl-l is used to operate warning signal W-i and relay P-i in the event the operator holds button AB-l closed too long.

Self-holding circuit for relay B6U-1 Upon completion of the circuit for call-storing relay BfU-l. contact members B'Ua-l, BGUZ7 l, Bellei, BiUd-I and BBUe-l are closed. Contact members BUa-I are connected directly in parallel with contact members AGUD, and in conjunction with contact members BGUb-i, complete a self-holding circuit for coil BU-, as shown in Group II.

Contact members BUc-i prepare a circuit for stopping relay BS-l, as shown in Group IV.

Caacellirlg relay MU operates Lantern L'U--1 lighted Closure of Contact members BEUe-l completes a circuit for up sixth door lantern LdU-l, which is lighted to inform the intending passenger at the sixth floor that his registered call has been responded to and that car l will stop for him. It will be observed that this circuit does not include a oor selector segment or brush and is consequently independent of the distance between car l and the sixth oor.

Upon completion of the circuit for coil MU,

as traced above, contact members MBUa close and contact members MfS-Ui) and MSUc open.

Contact members MUa prepare a circuit for the resetting coil or" call-registering relay A6U, Which is shown in Group I, and includes contact members fiUa, coil AiU, Contact members MUa, contact members SUa and SUa of the sixth and fifth floor up zoning relays respectively, segment fici, brush c-l, contact members SUb-i, and the now open Contact members PBa-t The. opening of Contact members MGUb is without ei'ect since as shown in Group II, and previously mentioned, the circuit for call-storing relay coil BSU-l is maintained through contact members BUb-l.

Action when two cars are standing at same floor rlhe opening of contact members MSU@ prevents completion oi an energizing circuit for coil BSU-2 of the up sixth floor call-storing relay associated With oar 2, as shown in Group II. As a consequence, even though both cars I and 2 Were standing at the same floor, and the operator or car 52 should close the operators button PB-il, a call would not be registered on car 2. It will be observed that should two cars be standing at same floor, conditioned to travel in the same direction, registration of a call in their zone and for that direction operates both signals F-i and ELE. The b and c contacts of the cancelling relays GMu, etc., are provided so that, in such event the call is appropriated to the car in which the operators button AB-l or AB-2 is oA erated i'lrst, and response of a call-storing relay for the other car is prevented.

Ii other cars are included in the same bank with cars l and 2, additional contact members on the call-cancelling relays would be similarly associated with the call-storing relay circuits of such other cars.

Button AB-I released; relay PB--l deeaergieed If the operator releases button AB-I after having momentarily held it in the closed position, the circuit for relay PB-l is interrupted, and contact members PBa-l, PBZ7-I, PBC- l and PBd i resume the illustrated positions. The ei'ect of a prolonged closure of button AB-l is described later.

Relay A6 U reset Reclosure of contact members PBa-l completes the circuit for the resetting coil of callregistering relay ASU, shown in Group I and previously traced. Upon completion of this circuit, the resetting coil impresses a magnetomotive force upon the relay armature in opposition to the magnetomotive. force of the actuating coil and relay AU resumes its non-actuated position, opening contact members AUa, AQUI), AEUc, ASU, and reclosing contact members AGUd and AiUe.

The opening or" contact members AUa, Group I, deenergizes both the actuating and resetting coils of call-registering relay A6U, which action is Without effect, since this relay has` already resumed its non-actuated position.

The opening of contact members A6U?) is Without effect because of the previously traced holding circuit for call-storing relay E5U-L shown in Group II.

The opening of contact members ASUC is without eiect because or" the previous opening of Contact members MBUc and S4Uc in the circuit of coil BSU-2 in Group II.

Reclosure of contact members ABUd and AGU@ associated with cars I and 2, respectively, and shown in Group II, is Without effect at this time.

The opening of contact members ABUf prevents recompletion of the circuit for signal F-I and time relay T-I, in response to the slightly delayed reciosure of contact members PBC-4,

l as shown in Group VII.

'The` opening of contact members PBb-I interrupts the initial energizing circuit for coil BSU-I, shown in Group II, but is without effect because of the holding circuit provided through contact members BIUb-L The opening of contact members PBd-I is without effect since contact members Tb-I are still open, it having been assumed that the release of button AB-I occured prior to the timing out of contact members 'Ib-I.

Action of button AB-I summarized registering relay A6U to call-storing relay BSU- i, by cancelling call-registering relay A6U-I.

Elect of cars passing one another As previously described, the up call registered at the sixth floor causes operation of the operators signal F-I in car I because at the time button CSU was operated, car I was the nearest car to the sixth floor conditioned to travel upwardly. The up sixth floor call, however, having been transferred to the up sixth floor callstoring relay BSU-I, associated with car I, remains registered on car I regardless of relative positions in the hatchways subsequently assumed by cars I and 2, since as shown in Group II, the maintaining circuit for call-storing relay BSU-I, is independent of the zoning relays.

Button BU-l closed; car starts upwardly; relay 38-1 operates; car stops at 6th floor Assuming that the operator of car I operates up button BU--l (Group VIII), the car is started upwardly and accelerated to full speed, as previously described. When the car reaches a point a short distance in advance of the slow-down point for the 6th floor, brush lcU-I engages segment Gle-I as shown in Group IV, thereby completing an energizing circuit for stopping relay 38-I. consequent deceleration and stopping of the car at the 6th floor is as previously described.

Relay B6U--1 reset In this case, however, in addition to the operations occurring in the course of the slew-down operation previously described, the closure of contact members GRa-I, which occurs at the time slow-down is initiated, completes a circuit 'for the resetting coil of call-storing relay BSU- L This circuit is shown in Group II and includes contact members BSUd-I, the lower or resetting coil of relay BSU-, segment 6e-I, brush e-I, contact members BDUd-I and contact members GRSa-I.

Upon completion of this circuit, the opposed magnetomotive forces of the actuating and resetting coils of relay BSU-I cause this relay to resume its non-actuated position, opening contact members BIiUa--I, BUb-I, B5Uc-I, BSUd-I and BGUe--L The opening of contact members BIUa-I and BUb-l in Group II is without eiect since relay BGU--I has already assumed the non-actuated position.

The opening of contact members BEUc-I in Group IV is without effect since stopping relay 38-I has already performed its function of initiating slow-down.

Relay M 6U deenergieed The opening of contact members BSUd--I deenergizes the coil of cancelling relay M6U, which thereupon opens contact members MfUa,` (Group I), and recloses contact members MBUband MGUc (Group II). This operation is without effect at this time.

The opening of contact members B6Ue| is without effect since the circuit for the up 6th fioor lantern LSU- I is maintained through segment m-L brush m-I, contact members BOUh-I and GRGb-L Through this circuit lantern LSU-I remains lighted as long as car I remains at the sixth floor, conditioned to travel upwardly.

False calls prevented It will be observed that from the time the up 6th oor call registered by closing button CGU, was appropriated to car I, until car I slowed down for the sixth floor stop, cancelling relay M6U (Group V) remains energized. As a consequence, even though button CEU is again operated by the same or another intending passenger, call-registering relay A6U is not again energized to register a false call. This is because a reclosure of button CGU in Group I would simultaneously energize not only the actuating coil of relay A6U, but also the resetting coil thereof.

Should such a reoperation of button CGU occur between the time car I started to slow down for the sixth floor and the time it left the sixth floor upwardly, or was conditioned to leave the 6th floor downwardly, relay A6U Would be energized, but would almost instantaneously be reset again. This operation is as follows.

Reclosure of button CEU completes a circuit for actuating coil A6U in Group I as before, causing closure of contact members ASUa, ABUb, ABUc and AGU, and causing the opening of contact members ASUd and AGUe.

Closure of contact members ABUa again completes a holding circuit in Group I. Closure of contact members A6U?) completes a circuit for the resetting coil of call-storing relay BSU-I (Group II), since with the car standing at the 6th floor, brush e-I is in engagement with segment Se-l. The resetting and actuating coils of the call-storing relays, though opposed magnetically, have substantially the same number of ampere turns, so that energization of either coil operates the relay, and simultaneous energization of both coils deenergizes the relay. Accordingly, call-storing relay BGU--I is again operated to close its contact members BSUa-I, BBUb-I, B6Uc-I, BGUd-I and BGUe-L Closure of contact members BSUd-I in Group V again energizes cancelling relay MSU is standing complete a circuit for the correspondwhich, in turn, again completes the resetting ing operators signal and the corresponding callcircuit for relay AGU, as shown in Group I and storing relays which are independent of the previously traced, thereby again restoring this relay to the deenergized condition.

The closure of contact members BGUa-i and BEUZJ- completes a circuit for the actuating coil of call-storing relay BU-l, and which, being wound in opposition to the resetting coil thereof, causes this relay to again resume the deenergized position.

The momentary closure of contact members BSUe-i in Group 1V, and BUe-l in Group V1, is without effect.

The operation just described of energizing and deenergizing the call-registering relay, the callstoring relay and the call-cancelling relay, occurs very rapidly. The momentary energization of the cancelling relay MSU can be ensured by constructing the call-storing relay BSU- l in such a Way that closure of the contact members BSUd-l slightly precedes the closing of contact members BUlJ-l. This can, of course, be accomplished by dashpots or other expedients well known in the art, and forms no part of the present invention.

It will be observed that the momentary energization of call-registering relay A6U in response to the above-described false call, tends to complete a circuit for the operators signal F-2 and time relay "IL-2, associated with car 2, and shown in Group Vil, which extends from line conductor 2l through contacts AQU, SSUCZ, SllUd, the fourth iioor segment and brush for car No. 2, Contact members SBUj-a and through signal lamp F-2, coil 'll-i2, and contact members PBC- 2 to the other side of the line. Completion of this circuit may be avoided either by slightly delaying the closure of the f contact members of the callregistering relays, or its effect may be disregarded since the lamp is extinguished again almost immediately.

Action in response to plurality of hall calls Car l having been assumed, at the beginning of the preceding example to be standing at the fourth floor conditioned to travel upwardly, and to have been the highest car of the bank of cars, it is believed apparent that operation of any up hall button for a floor above the position of car l will result in immediate operation of the operators signal F-l, and that a momentary closure in response thereto of button AB-l will result in a transfer of the call from a corresponding call-registering relay to a corresponding callstoring relay associated with car l, cancellation of the corresponding call-registering relay, and immediate illumination of the corresponding oor lantern for car l. it is believed to be apparent that car l may be caused to stop successively at any number of floors for which the call-storing relays have been operated, regardless of the order of registration, so long as the transfer from a call-registering to a call-storing relay occurs before the car reaches the slowdown point for the corresponding oor, and that once a call has been transferred from a callregistering relay to a call-storing relay, effective reoperation of the call-registering relay is prevented until such car has stopped at and moved away from the corresponding oor.

Response to hall call at nerr' floor It will be observed that hall calls registered for a oor in advance of the iloor at Which the car zoning relays. For example, with car l at the fourth floor, and conditioned to travel upwardly, brush p-l is in engagement with segment Ep--l for the fth floor, as shown in Group VII. Operation of the fifth floor up button energizes relay ASU which, in turn, completes a. circuit for signal F-l which extends through contact members AEUf, segment 5p-l, brush p--i, contact members BDUi-l and through signal F-l and relay T-l and contact members PBc-l to the other side of the line, and a second circuit through contact members A5Ub, actuating coil BU-l, contact members MliUb, to the segments 5g-l. In other respects, the response of a car to a call for the next floor is similar to the response to calls for more remote floors, it having been assumed for simplicity that the speed of the elevator cars is such as to permit normal acceleration and deceleration to and from full speed in the distance between adjacent floors.

Hall calls at floors which car has passed As previously mentioned, the operators signals for the cars respond to only those calls which are in advance of the respective cars and which correspond as to direction of travel. Assuming again that car l is at the fourth rloor, conditioned to travel upwardly, registration of a third floor up call, while effective to energize relay ASU, is ineffective to operate signal F-L since contact members SUcl of the fourth floor up zoning relay disconnect contact members ASU from segment lip-I, with which brush p-l is in engagement. Closure of contact members A3Uf, however, does operate the operators signal F-2 for car 2, assuming car 2 is positioned below the third floor and conditioned to travel upwardly.

Directional response to hall calls u ing relays associated with car 2 perform the same function in connection with operators signal F-2 and the control systems of any other cars in the bank would be similarly arranged.

Hall calls transferred one at a time As previously mentioned, although a number of hall calls, corresponding in the direction of travel of the car, may be registered at the same time, such calls are transferred to that car one at a time, each operation of the operators button being effective to transfer the call which is nearest the car. For example, assuming that car i is standing at the third floor conditioned to travel upwardly, and that car 2 is at some position below the third floor, or is conditioned to travel downwardly, and that up calls are registered on the fourth, fifth and sixth ocr hall buttons CllU, CSU, and CSU, call registering relays AllU, AiU and A6U respond, closing their respective a, l), c, and f contacts and opening their respective cl and e contacts.

The a contacts of these call-registering relays complete self-holding circuits as previously described. The b contacts of these relays close in

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