US2338582A

US2338582A - Elevator signaling system

Info

Publication number: US2338582A
Application number: US421757A
Authority: US
Inventors: Hadsel Harry
Original assignee: American Elevator & Machine Co
Current assignee: American Elevator & Machine Co; American Elevator & Machine Company Inc
Priority date: 1941-12-05
Filing date: 1941-12-05
Publication date: 1944-01-04
Anticipated expiration: 1961-01-04

Description

Jan. 4, 1944. H. HADSEL ELEVATOR SIGNALING SYSTEM Filed Dec. 5, 1941 2 Sheets-Sheet 1 Jan 4 1944' H. HADsEI. 2,338,582

ELEVATOR SIGNALING SYSTEM Filed Dec. 5, 1941 l 2 Sheets-Shea*I 2 FIG. 3. s

ATTORNEY.

Patented Jan. 4, 1944 UNITED *STATES PATENT oFFicE ELEvA'roR SIGNLING SYSTEM Harry Hadsel, Louisville, Ky., assignor to American Elevator & Machine Company, Inc., Louisville, Ky., a corporation of Kentucky Application December 5, 1941, serial No. 421,757

(o1. 1st- 29) 14 Claims.

This invention relates to elevator control systems and relates particularly to a semi-automatic system for controlling the operation of elevators.

The system embodying the present invention includes a control panel or means for causing the elevator car to travel up and down under the control of the operator, such system being adapted to be used with known types of automatic slow-down and car leveling mechanism and circuits to render the stoppage and leveling of the car automatic. The car control system of the present invention is constructed and arranged in such a manner that the operator may be advised both visually and .tactilely as to the oors at which he should stop. c rI'he system is arranged,

in the interests of the operators elciency, so

that the signals may be disregarded to permit the car to proceed to any desired iloor regardless of the signals or to be reversed without disturbing the operation of other cars in the same` bank and Without disturbing the signaling system. Thus, if the car is full, the operator may disregard signals from intervening floors and proceed to the 4ground iloor to discharge the passengers without disturbing the signal system so that later-arriving cars can be stopped to pickup the passengers at the floors. r

More particularly, each car may be provided with a control system which includes the hand rest in convenient relationship to the operator's arm and a pair of adjacent and preferably con`- cealed control members which are movable to cause' the car to-move up or down. Each of the control members is provided with an impulse element which tactilely informs the operator of his approach to a floor at which a passenger is waiting or to which a passenger desires to be discharged. The impulse elements are actuated by means of a control circuit which is so arranged that; tactile impulses are given in a zone sufliciently spaced from a floor that upon prompt release of the control member, the car may be brought to a stop at that floor. The control circuit. moreover, is so arranged that signals cannot be given in zones wherein the car cannot be brought to a stop. Each of the control systems in the cars may be provided with a plurality of floor buttons which set the control circuit in a condition to remind the car operator to stop at the desired` floors Ialthough not compelling him to do so.

which stops should be made. Moreover, indicators may be provided for indicating the position of other cars in the bank so that the operator of each car may be advised at all times as to the direction of travel of the other cars and their positions.

Systems of the type embodying the invention have many advantages that are not obtainable by means of the prior fully automatic or fully manually controlled systems. For example, inasmuch as each car is underthe control of its operator, only, who is best informed as to the number of passengers in his car, the operator may disregard signals at different iioors to expedite the movement of the passengers. Moreover, he may reverse the direction of travel of the car at any point if it is more eilicient to do so or to use the car in shuttle service at the rush hour.

The signaling system is such that the operator can respond almost subconsciously to the signals and for that reason can duplicate the results of fully automatic systems while at the same time permitting greater freedom and ilexibility of operation than is possible with such fully automatic systems. y

For a better understanding of the present invention, reference may be had to the accompanying drawings in which:

Figure 1 is a plan view of a typical form of control panel for an elevator car;

Figure 2 is a view in vertical section taken on line 2-2 of Figure 1; and

Figure 3 is a diagrammatic circuit suitable for use with a car panel and system of the type embodied 'in the present invention.

If desired, the control system may. include a .series of oor indicators controlled by the hall As illustrated in Figures 1 and 2, the car control panel embodying the present invention mayv consist of a panel member l0 which is adapted to be supported substantially llush 'with the wall W of the elevator car. front and closure for a box-like member Il in which are mounted the various sockets, switches and the like for controlling the operation of the car.

At the upper portion of the panel is an opening I2 in which is received a transparent or translucent member i3 covering the visual signaling means of the device.

The signaling means may be' of known type, such as, for example, a plurality of electric light bulbs I4 supported in a suitable socket panel l5 and making contact with spring contact members I6 on a second insulated panel I1 spaced therefrom. yThe various light bulbs may be u sed to The panel l0 forms a l indicate the various floors at which passengers are waiting. As viewed inI Figure 1, the up car signals 2, "f4," "7 and. 9 may be in the right hand column and the

down car signals

3, 5 and 6 as indicated are in the left hand column. These numerals may be formed of different colors, if desired, and are illuminated by their respective light bulbs I4 so as to be visible to the elevator operator. The center panel of the device may be provided with a section to be illuminated by other vlight bulbs to indicate the position and direction of travel of the other cars in the same bank. In order to segregate the bulbs one from the other, they may be disposed within a grid I8 adjacent to and underlying the translucent member i3. The above-described construction is conventional, as are the circuits for controlling the lighting of these bulbs, except as will be described hereinafter.

Directly beneath the visual indicating panel may be mounted a plurality of buttons 19a to i9! which control various car functions and mechanisms, such as, for example, the fan, the door, lights, and a slow operation of the elevator, all of these being conventional in elevator control systems.

A plurality of floor signaling buttons 20a to 20k are also provided so that the operator may signal for his own infomation the floor at which the various passengers wish to be delivered. v 'As best shown in Figure 2, the buttons 20a to 20k: are slidably mounted in the panel and pass through an insulated bushing 2| which is supported in a plate 22. The plate 22 is mounted on standards 23 and 23a on a back panel 24 which also supports the binding posts 25 for the various light circuits. The control buttons 20a to 20k are provided with rod-like contacts 26. the ends of which engage with a leaf spring 21 having a contact 21a thereon which is movable into engagement with a second contact 28. The

leaf spring 21 is mounted on an insulated crossplece 29 between the uprights 23 and 23a while the contactz is supported on the upright 23.

Also supported on the'cross-piece 29 are electromagnets 30 which cooperate with a metallic varmature 3l flxed tothe button 20d to hold the contacts 21 and 28a in engagement until either manually released or until released by the operation oi' the `circuit presently to be described. In the event that the operator inadvertently pushes the wrong buttony 20a to 20k it may b'e wlthdrawnlmanually, a. recess 32 being provided in the under surface of the button to permit it tobegripped.'

Iis a' recess 33 formed by a concave housing member 34 joined to the back of the panel I0. Extending across the recess 33 is a hand support bar 35 on which the operator can rest his hand during the operation of the device. At the inner side anddisposed principally beneaththe hand rest 35 are a pair of control levers 3B and 31, the lever 36 being used to cause the car to move in an upward direction and the control member 31 being used to cause the car to move downwardly. Each of these control levers 36 and 31 controls a switch for actuating the usual motor system for moving the carin the desired direction.

In order toadvise the operator` of his approach to a oor at which a passenger is waiting above, this tactile signaling means may consist of similar bars 40a and 40h extending across the control members 36 vand 31 which are normally urged away from the exposed surfaces of the elements 36 and 31 by means of a spring 4i affixed to the rear of each of the control elements. The rear of each of the bars 40a, Mib, disposed in front of a pair of solenoids 42a, 42h in eachn of which is a slidably movable plunger 43a or 43hactuated by the solenoids to strike the rear of the bars 40a or 40h and thereby cause a pulse to be delivered to the fingers of the operator on the control lever. The plungers 43a and 43h are normally retained out of engagement with the bars 40a. and 40h by means of springs 44a and 44h which engage the front of the plungers 43a and 43h and an inwardly directed flange 45 on the hollow cores 45a or 45h in the solenoids.

If desired, another aperture 46 may be provided in the device within which are mounted

other control buttons

41 and 48 for acting as door bypass and gate bypass controls through corresponding switches.

All of the switches, solenoids and lights may be connected by means of a cable 49 to the control system exterior of the car in the usual Way. Preferably the instant device is provided with a plug 50 which permits detachment of the cable 49 from the flexible cable running from the exterior system to the car so that the entire panel can be readily installed and removed.

From the preceding description of the control panel of the car it will be clear that the operator of the car can be advised as to the position of the other cars in the bank, the floors at which the passengers are waiting and he can also register the floors at which the passengers wish to be delivered. All of the movements of the car are under the control of the operator by means of the up and down control levers 36 and 31 described above, and by means of pulsating bars 40a and 40h, the operator can be advised tactilely as to the floors at which-he should stop either in response to operation of a corridor or hall button orkthe operation of the car call buttons 20a to 20 Illustrative of the manner in which the signaling system operates, reference may be had to Figure 3 which shows a circuit for controlling the various hall lanterns, car lamps, and the impulse signaling means 40 for a device of this character.

It should be understood that the system to be described is to be used in conjunction with any known type of automatic slow-down and car leveling circuit such as, for example, that disclosed in Reissue Patent No. 15,733, to Kersten and Osborne. Inasmuch as such car slow-down and leveling circuits and mechanism do not form a part of the present invention they will not be described herein.

It will be understood that the device, if desired, may be provided with automatically operating car and corridor doors or manually controlled doors for both the car and corridor. Ihese control circuits and elements likewise are not illustrated inasmuch as they do not form a part of the present invention. l i

The system disclosed in Figure 3 is illustrated as applied only to one floor, for example,

' the third floor, and to one car control circuit have provided a tactile signaling means which pulses and informs the operator.. As indicated I5 but discloses the floor call-up lamps for three cars in a bank and also discloses the hall lamps for the floor. l

In the illustrative circuit, Figure 3, the up corridor" push button 56 for a typical floor will,- when pressed, engage the contacts 56h and 56e connecting conductor 51 to line 58. Conductor` Contact 6|b is connected to conductor 51 and contact 6lc is connected by a conductor 64:to line 58 so that once coil 6|a has become energized, a holding circuit is established which will keep coil 6|a energized after the up button has been released.

Similarly, a down corridor button 65 for a typical floor engages contacts 65h and 65c when pressed, connecting conductor 66 to line 58.

Conductor 66 is connected to conductor 61.

through resistor 68. Conductor 61 connects to the coil 69a `of the relay 69. The other side of the coil 69a is connected by a conductor 10 to line 63 so that when the corridor down butto-nis pressed, coil 69a is energized. Conductor 66 connects to contact 69o which, when coil 69a is energized, engages contact 69b which is con,- nected to line 58, thus establishing a holding circuit for coil 69a. so that it will remain energized after the down corridor button has been released.

Elevator up-call lights |4a, |4b and |40 for a bank of three elevators are connected in parallel between the line 58 and a conductor -1| which, in turn, is connected to contact Gld. Contact 6|e is connected to line 63 so that when coil 6|a is'energized, lights |4a, |4b and |4c will be il- Car-call push button 20c for a typical floor-4 engages, when pressed, 'contacts 21a and 28. Contact 28 is connected to conductor 13 which, in turn, is connected to one side of resistor 14,

the other side of this resistor being connected to line 58. Contact 21a connects to conductor 15, which, in turn, is connected to one side of coil 30.

The other side of coil 30 is connected by means of

conductors

16 and 11, to the line 63, so .that when the car button 20c is pressed, coil 30 becomes encontrol relay 85. The contact 85e is connected to conductor 86, the conductor 81 and the contact 88h of the relay 88. The contact 88e of the relay 88 is connected* to line 63. When the coil 88a and the coil 85a of the relay 85 are energized, the up impulse coil 42a will become energized and exert a magnetic pull on the armature 43a which, in operating, strikes bar a, causing it to protrude beyond the surface of lever 36, thus providing a tactile impulse for the operator.

Similarly, the down direction,- coil 42h is connected on one side to line 58 and on the other side to the contactd. Contact 85e is connected to conductor 86. Thus when the coil 88a is'energized and the coil 85a is deenergized, the coil 42h will exert a magnetic pull on the armature 43h which, in operating, strikes the bar 40h causingv it to protrude beyond the surface of lever 31, thus producing a tactile signal to the operator.

In the illustrative diagram three

relays

90, 9| and 92 having coils 90a, Sla, and 92a are shown, which are each energized by the elevator controller;I as follows: Coil a is energized through `conductors 93 and 94 from the time that, the "elevator starts and until it stops. Relay coil 9|a is energized through conductors 95 and 96 from thetime the elevator starts and until'the high speed relay drops'out in approaching the floor for which the elevator lis to stop. Coil 92a is energized through

conductors

91 and 98 from the time the elevator starts and until the elevator has reached an intermediate speed during its approach to the floor for which it is to stop.

Coil |02a of the relay |02 is connected on one sidey to line 63 and on the other side to conductor |03 which, in turn, is connected to the contact.

- |0011. The cooperating contact |009 is connected e'rgized. Coil 30 retains the contacts 21a and 28 in engagement as explained above.

Operating lever 36 for operating the elevator in an up direction closes, when pressed, contacts 18a and 1 8b of the switch 18. Contact 18h is connected to line 58 and contact 18a is connected to conductor 19 which,^in turn, is connected to one side of the coil 80a of the rel'ay 80. The other side of this coil is connected by a conductor 8| to line 63 so that when the operating lever 36 is pressed, coil 80a is energized.

Similarly, operating lever 31 for operating the elevator in a down direction engages, when pressed, contacts 82a and 82h. Contact B2b is connected to line 58 and contact 82a is connected to conductor 83 which, in turn, is connected to one side of coil 84a of the relay 84. The other side of coil 84a is connected to the conductor 8| so that when the operating lever 31 is pressed,

coil 84a is energized.

Impulse coil 42a for the "up direction tactile signal is connected on one side to line 58 and on the other side to the contact 85h of the master to the conductor |0| so that when cail |00a is not energized, coil |02a will be energized.

The coil 85a of master relay 85 is connected on one side to conductor |84 which, in turn, is connected to resistor |05, the other side of which is connected t0 line 58. The other side of coil 85a is connected to conductor |06 which, in turn, is connected to contact 84h and 80h of the

relays

84 and 80; Contact 80e is connected to the conductor 8l so that when coil 80a is energized, coil 85a will be energized.

lAlso connected to conductor |06 is contact 851 and since contact 85g is connected by the conductor |01 to line 63, a holding circuit will thus become established for coil 85a after it has become energized. Also connected to conductor |06 is contact 84b and since contact. 84e is connected to conductor |04, coil 85a will become shorted out when coil 84a is energized, thus causing coil 85a to become deenergized and thus breaking the holding circuit through contacts 85j and 85g.

The coil |08a of the relay |08 is connectedby a conductor |09 to line 63 and has its other side i connected to conductor ||0 which, in turn, is connected to Contact 80d. The cooperating contact 80e is connected by conductor to contact 84d. The 'contact 84e is connected by the con.-

ductor ||2 and conductor |0| to the line 58 and, therefore, coil |08a will'become energized when neither coil 80a. nor 84a is energized.

Tov operate the elevator in the .up direction,

are closed. Similarly,l if switch contacts 82a and 62h are engaged by down controller 31, coil agis energized, causing contacts 84f and 84g to engage and completes the circuit between conductors and 6 to cause the elevator to start down and accelerate to full speed.

If the elevator approaches a floor on which the up-call corridor button has been pressed, illustrated by push-button 56 in the diagram, moving contact ||1 of the signal machine, which travels in synchronism with the elevator, -engages segment ||8 which is connected to the conductor 66 and resistance 59 a predetermined distance in advance of the point in the hatch at which the automatic deceleration of the elevator begins. for the oor on which the 11p-call has been made. The contact |.|1` is connected to contact 85h which cooperates with a contact 85i that is connected by a conductor |'I9 to one `side of coil |26a of the relay |26, the other side of the coil |26a is connected by'conductor |2| to contact |22 gof the relay |22. vThe other contact |22f is connected to contact |68f of relay l68.. Cooperating contact |68gi connected by conductor |23 to contact |66b of relay |66. Cooperating contact.|66c' is connected by conductor 11 to line 63. 4

This engagement causes a current to flow from line 58 through contacts 6|b aud'6,|c,' resistor 59, segment ||8, moving contact ||1, lcontacts 85h and 851', conductor ||9,'coi1 |26a, contacts |220 and |22f, contacts |68gs^and |68f and contacts |66 b and |66c to line 36, thusgenergizing' coil |26a. Coil |26a being energized, contacts |26b and |26c will close and cause a current to flowfrom line 58 through "up" impulse coil 42a, contacts 85a and 85h, conductors 86 and 81, resistor |25, conductor |26 and jcontacts |26c and |26b,

` conductor |21 to line 63. Coil 42a being ener# gized, causes armature 43h to strike bar 46a causing it to protrude beyond the surfac of lever 36 at a point where the perators iin ers will be touching the lever 36. This provides a tactile signal to the operator for releasing the pressure on lever 36 in order for the car to make a normal automatic deceleration for the -oor\ on which the up-call exists.

As the elevator approaches in a down direction a floor for which a corridor down-call has been established, illustrated by push-button 65, the moving contact |28 on the signal machine will engage' stationary segment |29 at a predetermined distance in advance of the point in the hatch at which the elevator starts the automatic deceleration for the floor on which the down-call exists.

The engagement of moving contact |28 with stationary segment |29 causes a current to flow from line 58 through resistor 68, segment |28,

` contact |28, conductor |36, contacts 85j and 65k.

conductor ||9, coil |26a, contacts |22g and |22f,

contacts |689 andl68f, conductor |23, contacts |66b and |66c, conductor 11 to line 63.

5 Similarly, coilV |26c' being energized, contacts |26b and |26c willclose, thus causing current..

to ilow from line 58 through vdown impulse coil 42h,

contacts

85d and 85e, conductor 81, resistor |25, contacts |26c and |26d to line 63. Coil l0 42h' being energized, it causes the armature 43h to strike-bar 46h causing the latter to protrude beyond the surface oi lever 31 at a point when the operators ngers press on this lever, thus a tactile signal is given the operator indicating that he should release the pressure on.lever 31 in order to have the elevator slow down and stop for the oor at .which the down signal exists.

As the operator releases lever 36 or 31, as the casemay be, depending on the direction in which the elevator is traveling, coils 86a or 86a are'deenergized causing the circuit between conductors ||3 and ||||,v or conductors ||5 and |v|6 to open. 'I'he opening of either one of .these circuits initiates the automatic slow-down apparatus to function for the particular floor the elevator is approaching. i

It can be seen in the diagram that as the operator, after being given the tactile signal, releases the pressure' on either lever 36 or,31, de-

pending on the direction in which the elevator is traveling, the current-will cease to ow in relay coil 86a or 84a"- and, therefore, contacts 86d and 86e, 84h and 84e will cause a current to ilow from line 58 through conductors and ||6, coil |68a and conductor |69 to line 63. Coil |6Ba being energized,lcontacts |68c and |68b connect conductor |36 to conductor H9, thus short-cirrcuiting coil 6|a for the up direction, and 69a for the down direction, from line 63 through yconductor 11, contacts |66c and |66b, conductor |23, contacts |35e and |3`5d, conductor |36, contactsl|68c and |68b, conductor H9l contacts 85i and-85h for the up direction,

contacts

859 and 85k: for the down direction, moving contact ||1 5 and stationary segment ||8 for the up direction, movingcontact |28 and stationary segment |29 @for the down direction to conductor 66 for the up'direction and conductor 61 for the down v direction. Coils Bla.. and 69a, being short-cir- 50 `cuited, will drop out and-thus the corridor signal Ais canceled immediately after the operator has received the tactile signal to stop and has released.

the pressure on the operating lever. This will prevent another car following closely vbehind from receiving a signal for the same call, thus avoiding having two cars stop for one call when cars are traveling closely together, which is often the case in a bank of elevators.

Should a call be established again while the elevator is slowing down for the same call, coils 6|a and 69a will again become short-circuited as the elevator stops, as follows: From line 63 through the signal switch |38 in the car, conductor |39, contacts 96e and 96d. conductor |46, con- '65 tacts 851 and 85m for the up direction, contacts 85u and 85o for the downy direction, moving contact |4| and stationary segment ||8 for the up direction, moving contact |42 and station-- ary segment |29 for the down direction to con- 70 ductor 66 for the up direction and to conductor 61 for the down direction. ,f

Should a push-button for the corridor call be pressed as the elevatoris approaching that floor y at high. speed, but too close to the iioor to make u the proper automatic slow-down, zoning relays |22 and |43` will prevent the operator on the appreaching car from receiving the tactile signal.

spectively, to the contacts 651 and 85s of the relay 85. The contacts |52 and |54 engage the segments |53 and |55 just prior to the point where the automatic slow-down for the respective floor is initiated. point Where the slow-down is initiated during one iioor runs. The contacts |22f and |22g of relay |22 being open will prevent coil |20a from being energized, therefore, a corridor call will not energize either of the tactile signals if a call is established when the elevator is too close to this floor to make a normal automatic landing.

It will be noted in the circuits for the signal coils 42a and -42b that the resistor |25 is connected by the conductor |26 in series with contacts |20b and |200 of the corridor call relay |20. This resistor reduces the strength of the tactile signal over that obtained when contacts 88o and 88e are closed. Energization of the coil 88a ls accomplished by the following connections: One side of the coil 88a is connected by the conductor |56 to the contact 90e oi the relay 90, the other contact 90bI being connected to the conductor |51 which connects the contacts 85t and 85u of the relay 85, these contacts cooperating with the relay contacts 85o and 85w, respectively. These latter contacts are connected with the signal machine contacts |58 and |59 that engage the segments |60 and |6| of the signal machine, these segments being connected to the conductor 15.

The other side of the coil 88a is connected by the conductor |62 to the contact |22a of the relay |22. Closing of switch contacts 21a and 28 by the call button 20c connects the stationary contacts |60, |6| to the line 58 so that upon engagement of the movable contacts |58 or |59 therewith a circuit is established to actuate the tactile impulse bars 40a or 40b before the car enters the slow-down zone. Due to the presence of the resistance |25, a carcall produces a stronger tactile signal and a corridor call produces a normal tactile signal, thereby the operator can distinguish between corridor calls and car calls.

They disengage just prior to the The operator will be able to distinguish -between these signals subconsciously, so if he wishes to pass up the corridor calls he may do so by responding onlyV to the stronger tactile signals. This would be desirable when the elevator is loaded to capacity, in which case the corridor calls are passed up and thus transferred to another ycar.v

'I'he car-call button 20c may be released when a car stops at a iloor corresponding to this button by shorting out the coil 30 as follows: line 63, conductor 11, contact 901, contact 90g, conductor |14, signa1 machine contact |15, segment |6|, conductor 15, switch contacts 21a and 28, conductor 13, resistance 14 to line 58.

When the elevator is traveling in the up direction and the operator has released the pressure on the operating key in response to a tactile signa1 initiated by a corridor callv for the floor which he is approaching, relay will drop out, and engagement of contacts 80d and l80e will cause coil |08a to become energized. being energized, contacts |08e and |08d will allow current to pass fromline 63 through contacts |08e and |08d, conductors |62, conductor |63, contacts |020 and |02b, conductor |64, contacts x and 853/, moving contact |65 and stationary segment |66 on the signal machine, and hall light |61 t0 lille 58. Light |61 illuminates at xtllreabove the corridor door indicating to the waiting passenger that the elevator is approaching his hoor. This will allow the passenger time to walk toward the elevator door while the elevator is slowing down for this iloor. Since moving contact |65 on the signal machine travels in synchronism with the elevator it would, by the time the elevator is within a few feet from the ioor, have advanced suniciently to illuminate the "up" corridorvlight on the floor above. To prevent this, moving contact |65 is disconnected by contacts |02c and |02b and moving contact |68, which at this time has engaged segment |66, is

,rendered effective by completion of a circuit through contacts |08e, |08f, conductor |62, conductor |63, contacts |000, |00J, conductor |69, contacts 852, 85aa to contact |68. This transfer from contacts |02c and |02b to contacts |009 -and |00f takes place in such a manner that the current to light |61 is not interrupted. This is accomplished by closing contacts |00g and |00] prior to the opening of contacts ||I2c and |02b. The circuit for the corridor down light is similar inasmuch as the conductor |69 is connected, also, to contact 85bb and the` conductor |64 is connected also to trie contacts 85cc. The contact 85bb cooperates with thecontact 85dd which is connected to tne contact |10 of the signal machine. The contact 850e is engageable with the contact 85ee which isconnected with the signa1 machine contact The signa1 machine contacts |10 and are engageable with the segment |12 to illuminate the down hall lamp |13.

When the elevator is stopped at one floor and a call exists ior the next floor, either above or below, the operator will receive a tactile signal immediately after the doors have been closed.

Releasing the pressure on the operators lever immediately after receiving the signa1 will cause the elevator to decelerate, and slowdown automatically for the next oor. The circuits for accomplishing this are identical with the ones described previously for the case of when' the elevator, traveling at highspeed, is approaching a call.

v From the above disclosure of a typical form of the systemembodying the present invention, it will be apparent that elevators equipped with my system will be under the complete control of the operator who can cause the car to move upwardly or'downwardly in the most eilicient manner to accept or reject signals at the various floors, or to reverse the car and return ii the car has passed a floor at which the passenger wished to be discharged. Thus my system is capable of manual operation and yet can function in a manner similar to fully automatic systems for the reason that the operator is advised at all times of the condition of the system and is warned both visually and tactilely sothat he can respond almost subconsciously to signals renot overrun these floors. Through the use of the system such as that described above'it will be apparent that the operator must maintain one of the controller levers depressed in order to cause the car to operate. Thus, in the case of an accident, the car will automatically come to a stop upon release oi the control handles.

While I have described the invention as applied to a semi-automatic control system, it will be understood that this system may be applied to a fully manually controlled system, if desired. and therefore the system as disclosed should be considered as illustrative only and not as limiting the scope of the following claims.

I claim:

1. In an elevator control mechanism, the combination of a control panel adapted to be mounted in an elevator car, a recess in said panel, a pair of hand' actuatable members in said recess, a switch associated with said members for controlling the movement of said car, movable elements associated with said members, and means for actuating said elements to give a tactile signal upon approach of said car to a floor at which a passenger is waiting or desires to be delivered.

2. In an elevator control mechanism, the combination of a control panel adapted to be mounted in an elevator car, visual signaling means associated with said panel for indicating the presence of passengers at various floors, car and floor switches for actuating said visual signaling means, up and down control means mounted on said panel, switch means actuated by said control means to control the movement of said car, a movable element associated with said control means, means for actuating said element to -give a-tactile signal upon approach of said car to a iloor indicated by said visual signaling means when actuated by a car switch, Y

and a signal of a diierent character when said visual signaling means is. actuated by a floor switch.

3. In a control means for an elevator car in a multiiloor building having an automatic slowl down and car stop system and oor signaling means, the combination of a panel adapted Vto be mounted in said elevator car,-up and down control means associated with said panel, switch means actuated by, said control means for controlling the movement ofsaid car,- a movable control means to start said car at a next adjacent floor for movement to said one floor, for moving said movable element to give a tactile signal in a zone at said next adjacent iloor, whereby the control means may be actuated to render said slow-down and car stop system eiective to stop said car at said one floor. l

,4. In a control means for an elevator car in a multiiloor building having a slow-down system initially operable to slow down the movement of said car in zones spaced from said floors,

and stop said car at said floors, and a floor signaling means, the combination of a panel adapted to be mounted in said car, manually.

actuated control means associated with said panel, a switch actuated by depressing said control member for controlling the movement of said car, a movable element associated with said control member, and means responsive to actuation of a floor signaling means to move said element to give a tactile signal in a zone spaced from the iloor signaled to permit said slow-down system to become operative lto stop said car upon release of said depressed control member.

5. In a control means for an elevator car in a multiiioor building having means actuated by and for indicating passengers at various floors and a system for slowing down the car operative in zones spaced from said floors and for stopping said car at the floors indicated; the combination of separate manually actuated control members movable into positions for causing said car to move up and down and to stop selectively, an'element associated with each control member for giving a tactile signal in a zone spacedfrom a licor at which said indicating means is actuated, said zone being in advance of the slow-down zones to permit said control members to be moved into stopping position before the car moves into the slow-down and stopping zone.

6. In a control system for an elevator car in a multifioor building having means actuated by and for indicating passengers at various floors, a system for slowing down the car operative in zones spaced from the floors and for stopping said car at the floors indicated, and means for causing said car to move at high and slow speeds; the combination of a manually actuated member electrically .connected to said means movable into positions a multiiioor building having means actuated by for causing said car to move up land to stop, a second manually actuated member movable into positions for causing said car to move down and stop, tactile signaling means associated with said members operatively connected to said passenger indicating means to signal the presence of passenv7gers at said floors in zones related to said slowdown zones to permit the slow-down means to become operative upon movement of said control members to positions to stop said car. p 7. In a control system for an elevator car in and for indicating passengers at various floors, a system for slowing down the car operative in zones spaced from the floors and for stopping said car at the iioors indicated, and means for causing said car to move at high and slow speeds; the combination of a manually actuated member electrically connected to said means movable into positions for causing said car to move up and to stop, a second manuallyy actuated member movable into positions for causing said car to move down and stop, tactile signalling means associated with said members. operatively connected to said passenger indicating means to signal the presence of passengers at said floors in zones related to said slow-down zones to permit the slow-down means to become operative upon movement of said control members to positions to stop said car, and means responsive to high speed movement of said car for restricting actuation of said signalling means to zones spaced in advance of said slowdown zones.

8. In an elevator control mechanism, the combination of a control panel detachably mounted in an elevator car, means forming a recess in said panel, a hand rest member at one edge of said panel, manually actuated levers pivotally supported on said hand rest, said levers being disposed within said recess, switches actuated by said levers for controlling the up and down movements of said car, movable elements mounted in said levers, and electrically actuated plungers for striking said movable elements to signal tactilely a oor at which said car should stop.

9. In an elevator control mechanism, the ccmbination of a control panel detachably mounted in an elevator car, means forming a recess in said panel, a hand rest member at one edge of said panel, manually actuated levers pivotally supported on said hand rest, said levers being disposed within said recess, switches actuated by said levers for controlling the up and down movements of said car, movable elements mounted in said levers, plungersiadjacent to said movableelel.-

ments and solenoids for actuating said plungers to strike said movable elements to give a tactile ing, signaling means supported in said housing and visible through said panel for indicating the presence of passengers at the various floors, a recess in said housing accessible through said panel, a pair of control members movable in said recess, switches actuated by said contro1 members for controlling movement of said car, narrow bars movably mountedin said control members adapted to be projected beyond the surfaces of said control members, and electrically actuated plungers for striking said bars to project them beyond said surface to give a tactile signal.

11. In a contro1 means for an elevator car in a. multiiloor lbuilding having means for signaling the presence of passengers waiting at the various iloors; the combination of a pair of control members mounted in said car, switches actuated by `said control members for controlling the move,-

ment and stopping of said car, movable elements mounted in said control members, and electrically actuated plungers responsive to operation of said floor signaling means for striking said movable elements to give a tactile signal upon approach of said car to a floor at which said floor signaling means has been actuated.

12. In a ccntral system for an elevator car in a multioor building having means actuated by and for indicating passenger's'at said iloors, a system for slowing down said car, operative in zones spaced from said car and for stopping said car at said floors, and means for causing said car to move at high and low speeds; the combination of a panel detachably mounted in said car, a hand rest on said panel. contro1 members movably mounted on said hand rest, switching means actuated by said control members for controlling movement and stoppingr of said car, movable elements mounted on said control members, electrically actuated impact members for striking said movable elements to give a tactile signal, and an electric circuit responsive to actuation of said indicating means for actuating said impact members in zones spaced from said floors to permit said control members to be moved to a. position to permit the car slow-down means to become operative'.

. 13. In a control system for an elevator car in a multioor building having means actuated by and for indicating passengers at said ilcors, a system for slowing down said car, operative in zones spaced from said car and for stopping said car at said floors, and means for causing said car to move at high and low speeds; the combination of a panel detachably mounted in said car,

a `hand rest on said panel, control members movably mounted on said hand rest, switching means actuated by said control' members for controlling movement and stopping of said car, movable elements mounted on said control members, electrically actuated impact members for striking said movable elements to give a tactile signal, an electric circuit responsive to actuation of said indicating means for actuating said impact members in zones spaced from said oors vto permit said control members to be moved to a position to permit the car slow-down means to become operative, and means in said circuit responsive to high speed movement of said car for restricting actuation of said impact means to zones in adin said car corresponding to the oors of said building, oor signaling switches at the floors, and means for actuating said movable means to give a tactile signal upon approach of said car to a floor at which a iloor signaling switch has been actuated and to give a different tactile signal when a car signaling switch corresponding to a oor has been actuated.

HARRY HADSEL.