US2300953A - Interlock circuit for vertical door operators - Google Patents

Description

Nov. 3, 1942.l

INTERLOCK H. V. MCCORMICK CIRCUIT FOR VERTICAL DOOR OPERATORS Filed May 20, 1941 2 Sheets-Sheet l lNvENoR I Haro/d #McCann/CAQ Nov. 3, 1942.

H. V. MCCORMICK INTERLOCK CIRCUIT FOR VERTICAL DOOR oFERAToRs 2 Sheets-Sheet 2 Filed May 20, 1941 f m m. f |||W| .I im T ing/ a 7? 5 l l l I l l l llllfrl 5 a e w 2 3 5 p IIMIIQPP W. e K F4 K ||l|l Q Y D K 0 -zik 2 20 w 2, M A y IIN 5 m., a .W n E ,Kw R.m w@ m IM A KY @E m a H Patented Nov. 3, 1942 UNITED STATE INTER'LOCK CIRCUIT FOR VERTICAL DOOR OPERATORS Harold V. McCormick, Westfield, N. J., assigner to Westinghouse Electric Elevator Company,

Jersey City, N. J., a corporation of Illinois Application May 20, 1941, Serial No. 394,310

(Cl. IS7- 30) Claims.

My invention relates generally to door operators and more specically to operation of doors of the counter-balanced and bi-parting type. Doors of this type are usually associated with elevator shaftways wherein a plurality of openings and doors are located therein.

It has been found that although doors are usually counter-balanced, the static and dynamic frictional loads of diiferent doors vary in practice regardless of the size and weight of the doors, and likewise `the inertia of their moving mass varies in actual Working conditions. It may be noted here that should the top edge of the bottom section of any door be improperly leveled with the threshold of an elevator it will form an obstruction or hazard to the public, and also add noise and vibration due to vehicle trailic.

My control system overcomes diiiiculties heretofore experienced, by providing a governing means adapted to the movable characteristics of each door, including automatic dynamic braking and leveling of the door withl the threshold of an elevator when the door is open, and also providing safety features whereby the control of all the doors is interrelated to each other, independent of the movement of an elevator by `means of a single mechanism and remote control.

My invention may embody, in part, some of the features of doors of the bi-parting type, such as each set of doors having its own motive power, `and also the operation of doors by push buttons when an elevator is within a predetermined position in relation to an elevator landing or station.

It is an object of my invention to actuate the motive power of any one set of doors of a plurality of doors for an elevator or carrier, in a manner that will automatically control the positioning of said doors, in accordance with the frictional and movable characteristics of said door.

Another object is to inter-relate the control of a plurality of doors at a predetermined point in the travel of each door to change the speed and at the same point initiate a time period to further control the speed of that door.

Another object is to automatically control by a timed sequence of dynamic braking application, so as to continue urging a door in an opening direction for a predetermined time to prevent rebound and insure proper alignment of the door with the sill plate of its threshold.

One other object is to automatically prevent the application of power to open more than one door at a time, independent of the power means that actuates or positions an elevator.

Another object is to provide a simple and economical control for` a plurality of doors whereby a single mechanism is responsive to a predetermined position of any one of the doors for applying a timed braking action to the motion of any door.

It is a further object to provide a single mechanism responsive to the voltage of a door motor armature, to modify the acceleration and apply a timed dynamic braking action at a predetermined point in the travel of the door and relatively continuing to urge it to stop position.

It is also an object of my invention to accomplish the aforementioned objects with a mim'- mum of wiring and apparatus for co-relating the control of all the doors. l

The invention itself, however, both as to its organization and its methods of operation, together with additional objects and advantages thereof, will best be understood from the following description of a specific embodiment, when read in conjunction with the accompanying drawings, in which:

Fig. 1 is a diagrammatic representation of a plurality of bi-parting elevator shaftway doors, a means of motive power for operating the doors, and an arrangement of door-actuated switches, together with a part of my control system for the motivekpower. y

Fig. 2 is a diagrammatic representation of my control circuits for the apparatus disclosed in Fig. 1. In order to save space, the armature and iield windings for only the motors for doors B and C are shown. A

Fig. 3 is a diagrammatic representation of the relay coils included in Fig. 2 and the mechanical relations of the switches they operate. The coils and switches are positioned horizontally to Fig. 2 as a key for locating these parts.

Fig. 4 is a diagrammatic illustration of an inductoil relay and a relay switch disposed in Acooperative position as when the elevator car is at floor C in Fig. l.

Fig. 5 and Fig. 6 show floor relay switches located as at floors B and A, respectively, in Fig. 1.

In Figs. 1 and 4 the relays, switches, cams motors, etc., individual to the doors at the upper iioor are listed as follows: Y

MC--door motor floor C ARMC door motor armature SEFC door motor field 3Ccam on door I C cam follower OLC opening limit switch CLC -closing limit switch 2C--cam follower IOC-roller and follower I2C -door stop and safety switch ECR-relay for floor C ISC-relay spring I EXC-switch spring I T-switch spring The apparatus for the lower ors A. and B are given the same reference numerals with the letter A or B instead of the letter C.

The control apparatus shown in Figs. 2, 3, and 4 as common to all the doors are designated as follows.

O-r'elay coil for opening doors K--relay coil for closing doors D-relay for door stopping and safety switch S-relay for timing control of door in opening T-relay for timing control of door in opening and stopping I-energizing coil for inductor Ind. I Ind. li-inductor device IZ-inductor device arms OB-door opening button CB-door closing button -3I-resistance in series with door motor 32-resistance in shunt with door motor armature 33-resistance in shunt with door motor ture 34-resistance in series with timed relay S 35-resistance in series with timed relay T 43-contact for energizing coil I associated with elevator stop control Referring more specifically to Fig. 1, I have illustrated three sets of doors, each comprising an upper and a lower section 4A-5A, 3B-513, IIC-C, respectively. The doors represent a loi-parting type operable in a vertical direction and shown in a closed position. They may be related to any form of openings or landings, but preferably such as in an elevator shaft. It will be readily understood that said openings and doors may be positioned at oors indicated as A, B, C. Similar doors may also be mounted on an elevator car, the latter not shown for brevity, but assumed as standing at iioor C. The size of the doors may vary but their construction is similar, and their operation is adapted to their individual requirements as hereinafter described with various safety features.

In Fig. 1 each set of doors is provided with an electric motor shown as MC, MB and MA, each motor comprising an armature such as ARMC and a field winding such as SEFC. I prefer to Elfma- ,use a motor of the series wound type and energize its armature by means of Iconnecting switches I2C. and its eld by a switch IIC, each dependent upon a reversal switch described` further in reference to Fig. 2.

In Fig. 1 a mechanical drive, or transmission of power between the door motors MC, MB and MA and their respective doors has been omitted from the drawing for brevity, but it is to be understood that it may be a belt and sheaves, or chain or gearing of conventional design or such as is shown in Patent No. 2,175,906 issued on October 1G, 1939, to which further reference may be had if details relating thereto are desired. I further anticipate that my control system (Fig. 2) may be applied to a door operating mechanism having an electric motor driving a pump which in turn may actuate a hydraulic or fluid transmission such as a piston and cylinder device, should this be advisable with very heavy doors.

The door motors may also be energized automatically by a selector switching or contact device not shown but well known in the art, to open the doors upon arrival of a elevator at any selected iioor landing, or by means of my button and/or inductor circuit in association with the control of the elevator.

The doors 4A, 4B and 4C are provided with laterally projecting cams, 3A, 3B and 3C, respectively. These cams may be of any contour on the follower face, but I prefer to illustrate a cam having a straight face. A cam follower is provided, such as IC, and arm pivoted at I5YC, and a switch OLC operated by said cam, the switch OLC being normally biased to closed position by a compression spring I5XC when the door 4C is closed. The switch OLC, including the follower IC and arms, is in one assembly and adjustably mounted on the door supports or frame in the line of travel of cam 3C, when the door 4C is operated. The switches OLB and OLA for doors B and A are arranged in a like manner.

The door 4C is also provided with a switch CLC which is actuated by the cam 3C to closed position, said switch assembly including a follower 2C, with arms, pivot and spring, are adjustably positioned and similar to the switch OLC, except the switch CLC is biased by a tension spring IEXS to open position when the door 4C is open. The switches CLB and CLA are arranged in similar manner.

The top edges of doors 5A, 5B and 5C are provided with plate arms indicated as 8A, 8B and 8C. The arms rest upon stop plates SC, 9B or SA, when the doors, 5C, 5B and 5A are in fully opened position. In this instance the sill plates 6C, 6B and 6A will be level with the threshold of elevator entrance or opening, as indicated by the dotted lines IIC, IIB and IIA, respectively.

A door stop and safety switch are provided as follows: the arm such as 3C will actuate a follower IIC and switch lever, pivoted at IEUC to close a switch I2C when the door sections IC- 5C are closed. In the same manner switch IZB and IZA for doors B and A are closed. The said switches are biased to open position by compression spring I5TC, I5TB and I5TA or by gravity when the arms 8C, 8B or 8A are retracted. I arrange the switches I2C, I 2B and I2A in series circuit including relay D (Fig. 2) which will be further described in reference to Fig. 2.

It should be understood that the switches I2C, IZB or I2A can be arranged to break their contacts at any predetermined point in the opening movement of the door and likewise make their contact in the closing movement of the doors for the purpose of adjustment in relation to safety switch D2 described later in reference to Fig. 2.

An inductor device Ind. 4 is mounted on the elevator car (not shown) in position to operate the relay SCR positioned at floor C in the shaftway. Fig. 4 illustrates the inductor and switch in the position they take when the car is at floor C.

I provide the inductor with an iron core and extended arms I2, also a coil I wound on the core. When the coil I is energized, the inductor will actuate the arms IEC of relay 5CH. to close the switches IIC and I2C. I provide a tension spring I 5C to bias the arms IBC about pivot points I'IC to normally hold switches IIC and I2C open. Said switches are insulated from the arms such as ISC by insulation X. The inductor moves with the car in a path to cooperate with relays BBR orV SAR in a similar manner at oor B and A,

respectively. i One floor relay is provided for each set of doors and located in a fixed position in the shaft so as to allow the inductor on the car to follow a path in close relation to lrelay arms ISC, ISB and IGA, -and permit the magnetic actuation of the relay arms to close switches IIC and I2C, or IIB and I2B, or IIA and 12A. `The inductor coil I may be energized at any predetermined position of the car in the shaft way, and the cooperating relays may be so disposed in the shaftway that the arms such as I6C may be actuated to hold the switches such as IIC and I2C in a limited zone or when the elevator platform is at a predetermined distance from the threshold IIC.

` extending the vertical length of the relay arms IGC or the inductor arms I2, or by the use of vertical magnetic vanes. In Fig. 4, the inductor coil I is shown connected across the line LI, L2; this arrangement allows the inductor to stand energized when the line switches LSI and LSE are closed. In Fig. 2, however, I provide the inductor coil I with two circuits which will be z.

further described as modifications.

In Figs. and 6 the relays BBR and EAR disclose duplicates of the relay SCR and are shown approximately positioned opposite their respectiv'e floors.

Referring further to that part of Fig. I, characterizing my control system, it will be noted I arrange the opening limit switches OLC, OLB and OLA in series relations between L2 and wire 23, also the closing limit switches CLC, CLB and CLA in series between L2 and wire 22. I further provide the switches I2C, I2B and IZA in series and connect them between line wire L2 and wire 2|. The armature ARMC, ARMB or ARMA, or any plurality of armatures may be Aconnected between the wires I8 and I9 through switches such as I2C, I2B and 12A, respectively. Also the field coils SEFC, SEFB, and SEFA are connected through switches IIC, IIB, IIA, respectively, to wire I3 and line LI, and shown further in Fig. 2.

In Fig. 2, I show one application of my control with the electrical connections for the various pieces of apparatus. It should now be asv sumed that the doors are closed and a line switch LSI and LS2, is closed to energize the supply conductors LI and L2.

The inductor Ind. 4 may now be energized by the coil I through the following circuits:

(l) L I-I-43--L2 (2) LI-I--K--LZ The first circuit is provided with a switch 43 which may be associated with the control system of an elevator driving motor, such as a high speed switch (not shown) in such manner that it will be held open when the car is running at full speed and closed when the elevator is operating at slow speed or in preparation for stopping. In the second circuit, the switch K4 is. actuated by a closing relay coil K, 'the latter relay being dependent upon a closing button CB which will be described further.

It being assumed that the elevator is at` floor C` and the Inductor coil I is "energized, and

switches IIC and'I2C closed, I willnow describe a preferred installation using push buttons of the hold-in type to control the movements of any door by a single mechanism. A door opening button OB and the relay coil O (Fig. 2) are provided in the following circuit:

LI-COil O--K I-TI--OB-LZ The switch KI, is normally closed and is opened only by the coil K for locking out the above circuit when-coil K is energized by a closing button CB. A switch TI is associated with a timing sequence device to open the opening button circuit for nal stop of the door motor in opening movement and is, therefore, normally closed when the doors are closed, as will be further described. The relay coil O may now be energized by pressing button OB, thus closing its reversing switch contacts O2-O3 to complete a circuit through the armature ARMC. and energize the door motor MC for the opening direction by the following circuit:

Two secondary shunt circuits are provided in association with the armature ARMC or any one of a plurality of such armatures for controlling the deceleration and shown as follows:

In the first of the shunt circuits last menmined point in the opening movement of the doors to retard their speed and the second cir-r cuit introduces a Vlesser resistance to further retard the speed and urge the doors against a threshold stop 9C. In association with these shunt circuits, I provide the cam 3C (Fig. 1) on the door 4C t0 open the switch OLC at a predetermined point in the opening movement of the said door. When OLC opens its contacts, it will deenergize the relay E which will, in turn, close switch EI and tlhus complete the rst shunting circuit and retard the speed of motor MC.

The relay E is provided with a switch E2 which closes immediately when relay E is de-energized and shunts a relay S. The relay S is delayed in dropping out by any well known method such as shunting its main coil in some types of relays, or by a mechanical dash pot, as shown in Fig. 3. In a similar manner, the relay S is provided with a switch SI which closes when relay S drops out by retarded timing; this latter action will complete the second shunting circuit last referred to and introduces less resistance 33 in shunt with the armature ARMC and further retard the speed of motor MC as its armature voltage decays. The relay S will also close a switch S2 arranged in shunt with a relay T, which likewise will drop out by delayed timing and open a switch TI in the circuit for button OB, which will deenergize the coil O and, in turn, the coil O will open the direction switches (I2- 03 and deenergize the motor MC, which has been urging the doors against the stop plates 9C.

Assuming the doors 4C and 5C to be now open and car standing at floor C, I provide door closing apparatus and circuits as follows: A door closing button CB and relay K are disposed in the circuit:

The switch OI is an interlocking switch, normally closed'and only opened when relay O is energized. The switch DI is normally opened when the doors are closed and closed when the doors are opened, as in this instance. The button CB may now be pressed, therefore, thus energizing the relay coil K which will close its reversing switches K2 and K3 to establish a circuit to energize the motor MC to close the doors as follows: L I-SEFC-I I C 3I K2- The last mentioned circuit while provided for controlling the rotation of motor MC to close the doors has also associated therewith shunt circuits for controlling the speed of any one of the motors as follows:

( 1) Wire 9 32 R I 22-Pf-L2 (2) VJire I 9 32-R-L2 (3) Wire I 9 3 2 2 2 CLC-CLB-CLA-L2 (4) Wire l 9 3 2 R I CLC CLB CLA L2 The rst shunt circuit is shown to illustrate the conditions when the armature such as ARMC is at rest, and switches K2, K3 and CLC open. The second shunt circuit indicates the condition when the armature ARMC is operating at full speed with switches K2 and K3 closed and the switch CLC open, also relay R. energized and holding its contact RI open. The third shunt circuit illustrates the condition when the mechanically operated door switch CLC actuated by cam 3C will close and shunt the relay R which will now drop out by delayed time action and close switch RI. However, before RI closes, the total resistance 32 is introduced in shunt with ARMC and forms the first step in decelerating the motor MC. The fourth shunt circuit discloses the result when relay R drops out and closes switch RI and thus introduces a lesser amount of resistance 32 in shunt with armature ARMC, to further retard the speed of motor MC.

The doors 4C and 5C may now be understood as slowly closing toward each other with the closing button CB still held closed. As they close, the arm 8C moves the follower IBC to close switch I2C as the doors reach their iinal closed position, thus energizing the relay D by the circuit:

The energized relay D actuates its switch DI to open position and opens the circuit of coil K, which, in turn will open its switches K2-K3 and thereby stop the motor MC when the doors are properly closed. Relay D is also provided with switch D2, which is now closed, the latter switch is associated with the control system of the motor driving the car and when closed will permit the movement of the car. In the same manner theswitches IZB and IZA, being in series relation with relay D, will control their respective doors.

My reversing switch is embodied in a single mechanism which may be mounted in a remote position, and which incorporates all the switches and relays shown in Fig. 2, with the exception of the mechanically operated door switches, such as OLC, CLC, I2C, and, likewise, similar switches for the doors of each oor. In Fig. #1, I show the wiring connections for the above doorl switches which will be located in the hatchway and each switch connected in series with its corresponding door` switch.

Operation In operation, my system of control will function to position .any one set of a .plurality of biparting doors. It will be assumed that the line switches LSI and LS2 are closed to energize the control system shown in the drawings, that the car has arrived at floor C and that the operator desires to open the doors. As previously described, the inductor Ind. 4 will be energized and close its switches IIC and I2C', thus preparing the circuit of the door motor armature ARMC for energization. The opening button OB may be pressed by the car attendant and held in closed position, thus energizing the relay coil O to close the reversing switches O2 and O3. This completes the circuit 0f the armature ARMC and the motor MC will now be energized and move the doors in the opening direction until the door cani 3C opens the switch OLC which will deenergize the relay E thus closing switch EI and thereby introducing resistance 33 in shunt with armature ARMC to provide the first step in retarding the speed of the motor MC and also the speed of the doors. The deenergized relay E will also close its switch E2 in shunt with relay S in the circuit LI-34-S-L2 The deenergized relay S will drop out by delayed timing and close its switch SI which will reduce the resistance 33 in shunt with armature ARMC and result in further retarding the speed of motor MC and doors. The relay S will also close its switch S2 in shunt with relay T in the circuit LI-35-T-L2 The relay T in response to shunting action of S2 will be deenergized and open its switch TI in the opening button OB and relay O circuit. This last action will deenergize the relay O which, in turn, will open its switches O2, O3 and stop the motor MC in a manner that will position the sill 6C level with the threshold IIC.

In the closing operation of the doors at floor C the button CB is held pressed to energize the relay coil K which will close its switches K2 and K3 and thus energize the armature ARMC of motor MC to move the doors in a closing direction. In order to effect accurate speed control, I introduce shunting circuits across the armature ARMC as previously described, which, when an armature is starting from rest will have a very slight shunting effect, due to the high resistance of relay coil R in the following circuit:

As the armature is energized and its speed is increased, its counter electromotive force will build up sufficient voltage to actuate the relay R to open its switch RI. In response to this condition, the shunting circuit automatically changes to higher resistance and the result will have a slight cushioning eiect on the motor starting speed. The doors will now continue their high speed movement in the closing direction until the cam 3C on the door operates the switch CLC to a closed position at a predetermined point in the door travel to shunt the relay R. In response to this latter action, the switch RI of relay R will close and introduce less resistance 32 in shunt with armature ARMC, thus retarding the speed of the motor and doors until the arm 8C actuates the switch I2C to its closed position, thus energizing the relay D to open its switch DI in the circuit through relay coll K, thereby deenergizing the latter to open its switches K2 and K3 and stop the motor and doors in fully closed position.

When the relay D is energized by the closing of the switch I2C, it will close its switch D2 in the safety circuit, (Fig. 1) which will permit the car to be moved. lThe switch D2 may be mounted in a remotefposition as in the reversing switch mechanism and function as an additional safety feature. e In operating any door such as 4C and 5C, it will be apparent that should the said door be opened manually or by its own motor, the switch OLC will be opened. This action will result in deenergizing the relays E and S and T in sequence and the subsequent opening of the switch TI. The latter will prevent the operation of the reversing switch mechanism from operating to open the door 4C and 5C or any other motor from operating to open its door. Hence, it is apparent that if any one door is opened, it will prevent the power operation of any other door.

It has been found in actual practice that persons using this type of elevator and door may willfully wedgethe safety switch contacts at a door to closed position in order tomove the elevator car with that door open when trouble occurs, such as an open safety circuit in the control system. In such an instance my arrangement of placing the door switohes'in series circuit is an added safety factor as all the doors must be hand operated until that door is closed.

From the foregoing operations it will be apparent that by `releasing the push button OB or CB at any time they are in operation, the relay O or K respectively, will be deenergized and thereby open their contacts O2 and O3 or K2 and K3 in the reversing switch to stop the doors at any time. The doors can be started again in either direction and the automatic speed control of the doors will govern their position as the push button OB or CB is held in contact after the door cams the switch OLC to opened position or the switch CLC to closed position until the door stops.

In operating the button circuits the relay O when energized will open its switch Ol and likewise the relay C will open its switch CI; this operation serves to lock out one circuit when the other is energized, in oase both buttons are pushedI at the same time.

`The series switches OLC and CLC are adjustably positioned in relation to the door cam 3C so that the remotely positioned single mechanism unit of timed relays and reversing switch will be responsive toregulate the motive power for the door 4C-5C or any door, in accordance with the movable characteristics of any door to properly position it opened or closed. It will be understood that the switch Tl will function to control the opening of -`any number of opening button circuits such as shown by the buttonv OB and circuit.` A

Although I have shown and described a certain specific embodiment of my invention, I am fully aware that many modifications thereof are possible. My invention,'therefore, is not to be restricted except as necessitated by the prior art and the scope of the appended claims.

I` claim as my invention:

l. In a control system for a dooroperator for an elevator serving a plurality of noors wherein each floor is provided with a door having two sections oppositely movable on guiderails and connected by flexible connectors to close an opening in a hatchway wall; a motor for each door;

an opening switch and a closing switch; means common to all the doors and responsive to the selective operation ofsaid switches for applying power to any selected motor to open or close the associated door, a plurality of time delay switches for altering the speed of movement of any of said motors, and for controlling the application of power `to any of said motors, a door switch for each door actuated by movement of the associated door, said door switches being connected in a circuit in series relation; and means responsive to the actuation of any of said door switches to actuate one of said time delay switches to cause slowdown of the .door motor which has been selected for operation and to actuate another of said time delay switches to remove the power from said motor.

2. In a control system for a door operator for an elevator serving a plurality of floors wherein each floor is provided witha door having two sections oppositely movable on guides andk connected by flexible connectors to close an opening in a hatchway wall; a motor associated with each door for moving said door; a switch for applying power to one of said motors,` said one rnotor being that of the floor at which said elevator is positioned, a limit switch for each door actuable by movement of the associated door; a closed circuit connecting in `series relations the contacts of said limit switches; said rst mentioned means being responsive to the opening of said closed circuit for causing a change in speed of the said one motor. A

3. In an electric door operating system for any one of a plurality of sets of loi-parting doors adjacent an elevator or carrier; a motor for each set of doors for moving the doors, a door actu-` ated switch for each door operable at a predetermined point in the travel of the associated door,- means common to all the motors for controlling their direction of motion, said means comprising a plurality of time delayed switches responsive to the actuation 1of any door switch for altering the speed of the motors in a series of timed steps; and means responsive to the position of said elevator for causing said common means to actuate only a selected one of said motors.

4. In an electric door operating system for any onerof a plurality of doors for an elevator; an electric motor for operating each door; switches for opening, closing and reversing any door; a switch operated by each door when opening, a switch operated by each door when closing, a single mechanism remotely controlled by said .door switches comprising time delayed switches and armature shunting circuits forc'ontrolling the speed and stopping any motor when opening a door, and a relay switch energized by 4a door motor armature voltageior controlling the speed of any motor when the doors are closing, and switches for separately connecting the armature vand fields of each motor to said single mechanism.

5. I n a door operating system for an elevator, a pluraity of bi-parting doors, an electriomotor for each door; switches for starting, stopping, and reversing the motor and doors; a single mechanism comprising time delayed switches and armature shunting circuits for decelerating and stopping any motor automatically when it is opening a door; a shunt circuit for'any door motor in closing a door, comprising a relay excited by the armature voltage, a doorY operated switch shunting said relay for controlling the speed of its respective door motor wheny closing,` a door operated switch for stopping the door, and means associated with each door for separately connecting the armature and field circuit of its door motor to said single mechanism.

6. In a door operating system for an elevator; a plurality of bi-parting doors, a motor for operating each door, a reverser switch mechanism comprising switches for starting and stopping and reversing any motor armature, a single mechanism comprising time delayed switches and shunting-circuits common to all the motor armatures for decelerating and stopping any motor in opening a door, a lswitch actuated by any armature voltage and having shunting circuits common to all the Amotor 'armatures for .decelerating any motor in closing a door, a switch for each door and operated thereby for controlling said single mechanism in opening a door, a switch for each door and operated thereby for controlling said single mechanism in closing a door, said vsingle Amechanism being operated by any of said last named switches, a switch for each door and operated thereby when the door is closed for stopping its motor and 'closing a safety cirr cuit, and means associated with each door for separably connecting the armature and field circuits of its motor.

7 In an electric door operating system for any one of a plurality of -bi-parting doors serving an elevator; a motor for driving each door, switches for starting, stopping, and reversing any door motor, a first group of switches, one for each door operable by its opening motion, a second group of switches, one for each door operable by its closing motion, a third group of switches, one for each .door operable by that door when closed, a series circuit for each group of door operated switches, means responsive to the operation of any one of the said rst group of switches for altering the opening movement of its associated set of doors vand preventing the operation of the motor for any other set of doors, and magnetic switches for separately preparing the armatures and eld circuits of each motor Afor operation.

8. In an electric door operating system for a plurality of bi-parting doors serving an elevator; an electric motor for driving each door, means for starting, stopping and reversing the motors, switches operated b y each door in opening, closing and stopping; a single mechanism comprising time delayed switches and armature shunting circuits and a relay switch excited by motor armature voltage controlled by said door operated switches for decelerating stopping and positioning any door in open or closed relation, and electro-magnetic switches for separately connecting the armature and `lield circuits of each motor at a door to said single mechanism.

9. In a control system for operating any one of a plurality of bi-parting doors in a shaftway adjacent to an elevator, an electric motor Afor driving said doors in the opening or closing direction, a single mechanism for decelerating any door including a xed timing vsequence of speed control for any door motor, a switch operated by a door at a predetermined point in the travel of that `door for operating said single mechanism to position that door by urging it in open position and prevent the application of power to open any door independent of the movement of the elevator, and means for separately connecting the armature and eld circuits of each motor to said single mechanism responsive to the slowdown of the elevator.

10. In a control system for operating any one of a plurality of by-parting doors located in a runway adjacent to a movable vehicle, an electric motor for operating each door in an opening or closing direction, a door operated switch controlled at a predetermined point, a timed means for shunting any one of a plurality of door motor armatures to decelerate their speed in the opening direction, a relay energized by any one of a plurality of door motor armatures, a switch operable by any one of a plurality of doors in the closing motion, arranged to shunt said relay and decelerate said motor by shunting its armature, and means responsive to the slowdown of said vehicle for separately connecting the armature and field circuits of each door motor to said timed means.

11. In a control system for operating any one of a plurality of bi-parting doors adjacent an elevator; an electric motor for each door for starting, stopping and reversing that door, a plurality of timed switches responsive to a predetermined position of any door, for decelerating that door, and means comprising an electro-magnetic switch for separately connecting the armature and eld circuits of each motor to said timed switches.

12. In an electric door operating system for a plurality of doors adjacent an elevator; an electric motor for moving each door toward open or closed position, electro-magnetic switches responsive to a pushbutton for opening and stopping and a button for closing and stopping any door, a control circuit comprising armature shunting resistances and time delay switches responsive to a door operated switch for controlling said shunting resistances for decelerating any motor, and means comprising switches for separately connecting the armature and eld circuits of each motor to said control circuit.

13. In a door operating system for an elevator serving a plurality of floors; a set of bi-parting doors at each floor served, a motor for each set of doors arranged to operate that set of doors, switches for separably connecting the armature and elds of each motor for operation, a reverser switch common to all motors, switches and circuits for causing the reverser switch to operate the motor for each set of doors in the opening and closing direction and stop the motor therefor, a single mechanism comprising a plurality of time delayed switches and a switch for initiating a series of time delayed steps of slowdown and nal stop common to all the motors, and a switch operated by each set of doors at a predetermined position for controlling said single mechanism to position its associated set of doors.

14. In a door operating system for an elevator serving a plurality of floors wherein each floor is provided with bi-parting doors oppositely movable on a pair of guide rails; an electric motor for each set of doors, for operating that set of doors, switches for controlling the motor for movement of the doors in the opening or closing direction, switches for separably connecting the armature and eld circuits of any motor when an elevator is positioned at the associated floor, a single mechanism common to all the motor armatures comprising a plurality of time delayed switches and armature shunting circuits and a switch for initiating a series of time delayed steps of slowdown and final stop of each motor, and a one-position door operated switch for each set of doors for controlling said single mechanism and the movement of that set of doors.

15. In a door operating system for an elevator nism common to all the doors comprising a plurality of time delayed switches and a switch for initiating a series of time delayed steps/of slowdown and nal stop of any motor, a single switch responsive to the opening of any door for controlling the movement of the elevator, and a door operated switch responsive to movement of each door for controlling said single switch.

HAROLD V. MCCORMICK.

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