US2611451A

US2611451A - Control mechanism

Info

Publication number: US2611451A
Application number: US163233A
Authority: US
Inventors: Larson David Carl
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1950-05-20
Filing date: 1950-05-20
Publication date: 1952-09-23
Anticipated expiration: 1969-09-23

Description

p -'23, 1952 D. c. LARSON 2,611,451

CONTROL MECHANISM Filed May 20, 1950 6 Sheets-Sheet 1 SELECTOR BRAKE HOISTINGSHEAVE HOISTINGMOTOR RELAY CONTROL Z7 COMPARTMENT I PANEL 0 M A I f TAPE DRIVE LANDING BUTTON -COUNTERWEIGHT HOISTINL ROPES LANDING BUTTOES ELEVATOR CAR ECAR'BUTTONS LANDING BUTTON Hal DAV/D CARL LARSON INVENTOR BY fiauaw ATTORNEY P 1952 D. c. LARSON 2,611,451

' I CONTROL MECHANISM Filed May 20, 1950 s Sheets-Sheet 2 PM U 76 l i 1 I70: '1' I i 1 4:9 --ao I m o I 0 so 1 245' 34 I I: b] 0 V 5: I 34 l f I b2 0 0 70 'J I 1 DA V/D CARL LARSON INVENTOE BY QOZM ATTORNEY Sept. 23, 1952 c, LARSON I 2,611,451

CONTROL MECHANISM Filed May 20; 1950 e Sheets-Sheet s DflV/D c424. LARSON INVENTOR Sept. 23, 1952 D. c. LARSON 2,611,451

CONTROL MECHANISM Filed May 20, 1950 6 Sheets-Sheet 4 LlJ 1 11/1 1/1 DAV/D can. LARSON INVENTOR BY :6 M ATTORNEY Sept. 23, 1952 Filed M8420; 1950- D. c. LARSO-N CONTROL uscmmsu 5 Sheets-Sheet 6 rib lll/J I Emmi bflwo CHPL LAFSON INVE NTOR BY f; w ATTORNEY Patented Sept. 23, 1952 CONTROL MECHANISM David Carl Larson, Yonkers, N. Y., assignor to Otis Elevator Company, New York, N. Y., a cornotation of New Jersey Application May 20, 1950, Serial No. 163,233

8 Claims.

The invention is directed to control mechanism for elevator cars.

In many elevator control systems, it is common practice to employ control mechanism actuated by movement of the car. Such mechanism may be utilized for controlling slowing down of the car, levelling the car with the floors, controlling the door operating mechanism and other purposes. There are certain advantages in having this mechanism out of the hoistway and it is usually positioned in the penthouse along with other control apparatus. Such mechanisms are usually referred to as selectors and floor controllers, or as levelling mechanism when the principal function is to control the bringing of the car to the exact floor level. There is especial advantage in having the levelling mechanism out of the hoistway and the invention is particularly directed to such levelling mechanism either alone or in combination with other selector mechanism, especially that for controlling the door operating mechanism.

The object of the invention is to provide control mechanism of the above character which is reliable in operation, simple to construct and maintain and which assures positive control of the circuits subject thereto.

In carrying out the invention according to the arrangement which will be described, a plurality of electrically conductive helical contacting segments, one for each floor served by the elevator car, are mounted on a shaft to be rotated thereby at a speed proportional to that of the elevator car. These segments are spaced on the shaft in accordance with the distances between the floors for which they are provided. A plurality of contacting devices are arranged on a follower in the form of a crosshead movable along a path parallel to the axis of rotation of the shaft in accordance with movement of the car. These contacting devices are principally in the form of contact fingers and switches and are biased into position to slidably engage the face of each contacting segment when the car is within a certain distance of the floor for which the segment is provided. An electromagnet is carried by the crosshead for retracting the contacting devices into position to clear the segments when stops are not being made at the floors for which the segments are provided.

Features and advantages of the invention will be gained from the above statements and from the following description and appended claims.

In the drawings:

Figure 1 is a simplified schematic representation of an elevator installation embodying a selector in accordance with the invention;

Figure 2 is a schematic representation of the selector;

Figure 3 is a view in horizontal section taken:

above the selector crosshead; Figure 4 is a detail in front elevation of a portion of the selector, illustrating particularly the levelling mechanism;

Figure 5 is a detail in side elevation, also di-. rected particularly to the levelling mechanism;

Figure 6 is a detail taken along the line 6-5' of Figure 3, illustrating the construction and mounting of the pointer utilized in setting the levelling cams, and also illustrating the construc--- tion of the levelling cams and its relation to thepointer;

Figure 7 is a detail taken along the line 1-4 of" Figure 8, illustrating the construction of a door zone switch;

Figue 8 is a detail taken along the line B-8 of Figure 3, illustrating the construction of a combined interlock switch and contact finger;

Figure 9 is a view of the same taken along the line 9-9 of Figure 8;

Figure 10 is a view taken along the line l0! 0:

of Figure 3, illustrating the construction of a contact finger;

Figure 11 is a detail in rear elevation, illustrat ing the crosshead panel assembly and the arrangement of the floor bars;

Figure 12 is a view of brushes on the crosshead panel assembly and a stationary contact on a floor bar, taken along the line l2-l2 of Figure 11;

Figure 13 is a similar view of another brush and stationary contact, taken along the line 13-43 of Figure 11;

Figure 14 is a detail of a travelling cam and a switch operated thereby, taken along the line l4M of Figure 11; and

Figure 15 is a detail in cross section showing the mounting of a floor relay.

For a general understanding of a type elevator installation to which the invention is applicable, reference may be had to Figure 1. An elevator installation has been schematically illustrated in which the car may be controlled by the pas-" sengers and intending passengers themselves, such for example as is known as a collective control installation. Various parts of the system are indicated by legend. The elevator car is raised and lowered by means of a hoisting motor. This motor drives a traction sheave over which'passthe hoisting ropes for the car and counterweight;

The hoisting motor is controlled by various electromagnetic switches mounted on a control panel. and electromechanical brake is provided and is applied to eifect the final stopping operation and hold the car when at rest.

A five-floor installation has been indicated. An up push button and a down push button are arranged ateachJintermediate' floor and a single push button is arranged at each terminal floor. These buttons are known as landing buttons. The elevator car is provided with an independent set of push buttons, one button being provided for each floor. These buttons are known as car buttons. The landing buttons: and: car buttons; act through floor relays which, in conjunction. with the selector and other control apparatus, cause the car to proceed to and stop. at. the floors for which buttons have been pressed.

The selector is driven from the elevator car.

The selector drive shaft is provided with a drive wheel: which: is driven bvia tape provided with teeth forxm'esh-i ng. with teeth on the driving wheel- The toothed tape: is attachedat one end at the top of the elevator car from which point it extends upwardly toand over the: driving wheel and thence downwardly to the counterweight to which the other endof the tape is connected. The selectoris preferably enclosed.v The floor relays are arranged in a closed com.- partment mounted on the selector. Other control'. switches utilized-in the control system are mounted'ton the control panel.

.Reference may now .be had to Figure" 2, which itlustra'tesr schematically. aaselector of preferred construction. This figure is for the purpose of giving a comprehensive understanding of the machine and its operation. It is not intended to show the details of construction, such details being illustrated in Figures 3 to inclusive- In the drawings showing details of construction, certain parts, not involved in the operation of the portion of mechanism'illustr'ated in a particular figure of drawings, arernot shown that figure in order that the construction and opera tion of such portion of the mechanism may bereadily understood.

Referring. also tozliigure 3-, the selector comprises a frame formed by a base plate Z-land cover 22 joined together by four corner posts 23 inthe form of angles. The corner posts are secured to lugs 24 formed on the base plate and to the cover-as by bolts, the cover being of invertedpan formation which fits down over the top ofthe cornerposts; The selector drive shaft 25 is supported in bearings 26 on the base plate. The drivewheel 21 for the selector is secured to theo'uter end of. the shaft. This shaft 09- erates through reduction gearing 23 to drive a sprocketSl! which in turn acts through a sprocket chain-(iftodrive the selector crosshead 3-2. This chain passes over an idler sprocket 33 mounted near the topof the selector and has its ends secured to lugs 34 on the crosshead. The drive shaft also operates through bevel gears 36 and 31' to drive an operating shaft 40. The corner posts 23 extend down below the base plate to provide space for the reduction gearing 28 and bevel gear 36. -Feet42 are formed on the bot toms of the corner posts.

The crosshead comprises a sleeve 43 whichv slides on a vertical tubular member 44. This tubular member extends through an aperture 45in cover 22 and into a recess 45 in a boss formed on the base plate, where it is-secured by a set screw 41. The idler sprocket 33 is mounted on a stud 48 welded to member 44 (Figure 4), being provided with a ball hearing which fits on the stud. A plurality of lugs are formed on the sleeve. The lugs 34, as above set forth, are for securing the ends of chain 3|. The connection in each case is made to a tightening lever 59 which is adjustably secured to the lug by a bolt 5.1.. The-three lugs 54*(see. also: Figure 4') are for mounting the levelling magnet 55, the magnet frame being secured to the lugs as by screws 58. The lugs 57 (see also Figures 5 and. 1-1.) are for mounting the crosshead panel frame 58, the frame being secured thereto as by screwsliil'. The lug 6| is for attaching the position indicator drive chain 62.

The operating shaft ll] is provided at its lower end. with a bearing mounted in a seat formed in the boss 64 on base plate 2!. At its upper end, shaft .0 is provided with a bearing positioned in a housing 66 secured to the cover as by screws 6:! (-see Figure 5;). Referring also to Figure 4, a plurality of cams mare mounted on shaft 48 to be rotated thereby. There is one cam: for eachfloor and they aremounted. on

the. shaft in spaced relationship; Thespacing of the cams is such that the distance between adjacent cams is in accordance with the distance between the floor landings for which these cams are provided, considered fromthe standpoint of the travel of the crosshead. Thesevcams are: of the same construction. Each comprises a pair of clamps Hand l2, clamp-12 being of insulating material. These: clamps are secured in adjusted position to shaft 40 by screws 13'. Each insulatingi'clamp l2 hasa rib 1-4- formed. thereon to which a semi-circular contacting plate 15 of conducting material is-secured. as by riveting. Eachvcontacting plate is' helical. and has a pitch equal to the travel of the crosshead per revolution of the'shaft. Also the leading ends 16 and H of each contacting plate is turned downward slightly.

The faces 18- of the-contacting plates: 15 are for slid-ingly engaging a plurality of contact fingers: and switches when the car stops'at the respective floors for which the plates are provided. These contact fingers and switches-aremounted on a collar (8t moved longitudinally of shaft 45 by the crosshead. The connection. of. the collar to the crosshead is. such. that. the. collar. is substantially concentric with the shaft 48. The collar is of a radius greater than that of the contacting plates to enable it to move past these plates. An opening 8! is provided in the collar to admit-shaft 4G duringassembly. The collar is helical at its upper edge 82 to correspond with the helical contacting plates 75. Also helical slots 83 are formednear the upper edge and parallel thereto. This helical arrangement of edge and slotsis for properly positioning the contact fingers and switches.

The contact fingers and-switches are arranged in pairs, one on each side of a centrally disposed pointer 85. Contact fingers 86 and 8'! are for up and down fast levelling speed operation and .contact fingers 9 and 9| are for up and down slow levelling speed operation. 92 and 93 are combination up and down. interlock switches and feed contact fingers. 94 and are door zone switches.

Contact

fingers

85, 81, and 9| are of the same construction and are mounted in the same way on the collar 80, a detail incross section of one of them beingshown in Figure 10. Each contact finger comprises a contact spring 96 mounted on a base 91 of insulating material. The base is der I of helical contour for seating on the heli-' cal upper edge 82 of the collar. The base is also provided with a slot IOI which forms a seat for the contact finger. This seat extends at such an angle as to force the spring 96 against a stop I02 formed on the base. A tapered washer I03 is provided over the top of the spring and a bolt !04 secures the spring and washer to the base. This bolt also serves as a terminal stud for the contact finger. The outer end of the contact finger has a contact I65, preferably of carbon which is copper covered on top to enable it to be soldered to the contact spring. The contact spring is bent over the contact on the sides as indicated at I66.

The pointer 65 is mounted in a similar manner. As shown in Figure 6, the base I01 is of the same construction as base 91 and is secured in the same way to collar 80. The pointer is in theform of a sprin I08 and is secured to the base in the same way as contact spring 96. The outer end of the pointer is bent downwardly and is tapered to form an index.

The combination interlock switches and feed

contact fingers

92 and 93 are of the same construction and details of one of them are shown in Figures 8 and 9. The mounting base I I9 is of the same construction as base 91 and is secured in the same way to collar 80. The feed contact finger II I is in the form of an arm II2 fulcrumed on a pin II 3 extending between the sides II4 of the base. The outer end of the arm has a contact II 5, preferably of carbon which is copper covered on top to enable it to be soldered to the contact finger. A retaining clip H6 is provided on top of the contact finger. The contact finger is biased for clockwise movement about its fulcrum as viewed in Figure 8 by a spring II1 secured as by screw I to the base. Screw I20 screws into a mounting plate I2I of insulating material to hold the spring in place. A nut I22 is provided on the screw for effecting electrical connection to the contact finger. The mounting plate I2I has riveted thereto a pair of U-shaped contact supports I23. Each support is provided with a connecting screw I24. Also each support has a silver contact insert I25 in position to be engaged by a movable contact I 26. Contacts I 26 are also silver contacts and are secured to the forked ends of a bridging contact spring I21. This spring is mounted on an insulating support I28, in turn secured to the other end I30 of arm II2 which is bent back over itself as indicated.

The door zone switches 94 and 95 are of the same construction and the details of one of them are shown in Figure 7. The mounting base I3I is of the same construction as base 91 and is secured to collar 80 in the same way. An arm I32 is fulcrumed on pin I33 extending between the sides of the base. The outer end of the arm has an insulating button I34 riveted thereto. The arm is biased for clockwise movement by a spring I35 mounted the same as spring IIl. A U-shaped contact support I36 is mounted on insulating plate I 31 and has a terminal screw I 38. Support I36 has a contact insert I40 in position to be engaged by a contact I4I on the other end of arm I32.

The collar 80 is supported by a bracket I44 operated by levelling magnet 55 on the crosshead. The bracket is formed with a curved yoke I45 to which'the collar is secured as by screws I46. A pair of arms I41 depend from the yoke and are supported at their lower ends on pivot screws I50 secured in lugs I5I on opposite sides of levelling magnet armature I52 (see Figure 5).

I The armature I52 is pivoted at its other end on a pin I53 supported in the lower end of the levelling magnet frame I54. Links I55 extend between frame I54 and. bracket I44 above armature I52 to form a parallelogram and thus maintain the desired position of collar with respect to shaft 46' upon energization and deenergization of the levelling magnet 55. The levelling magnet frame I 54 has an extension I51 at the top which supports the fixed magnet core I60. The electromagnet I6I is mounted on the core I60 and is supported at the bottom by a clip I62 arranged on pin I53. The armature I 52 carries the movable core I63 for the magnet. A spring I64 is arranged on a bolt I65 between a lug I66 formed on extension I51 and a lug I61 formed on one of the links I55. This spring acts to assist gravity in biasing the armature to unattracted position. The nut I16 on the bolt serves both to adjust the compression of the spring and to limit the downward movement of the armature. The magnet frame as previously pointed out is secured to lugs 54 on the crosshead sleeve as by screws 56.

A radial slot I1I is provided in each contacting plate 15 intermediate the ends thereof. This is utilized in conjunction with pointer to po sition the cam on shaft 40. In setting the cams and the contact fingers and switches with which they cooperate, it is preferred to drop all the cams to the bottom of the shaft 40 and run the car up to a position level with the top floor. With the electromagnet l6I deenergized, the cam for the top floor is set so that its slot I1l is opposite the index of pointer 85 and so that the contacting plate just contacts the lower side of the pointer index. With the cam properly positioned, the contact fingers and switches are then set in their proper positions. First the positions of contact fingers 99 and 9I are adjusted. Each contact finger is set so that its contact I05 is engaged by the face of the contacting plate of the cam on say car movement in the direction to move the contacting plate into engagement with the contact finger. The car is then set at the desired point of start of the fast speed levelling zone, say below the floor, and the combination up interlock switch and feed contact 92 is set so that its contact H5 is just touching leading end 16 of the contacting plate. The car is then moved up to the desired lower limit of the door zone and up door zone switch 94 is set so that contacts I40, I 4| are just engaged. The car is then moved up to the desired point of start of the slow speed levelling zone and up contact finger 86 is set to just disengage the end 11 of the contacting plate. The combination down interlock switch and feed contact 93, the down door zone switch 95 and down contact finger 81 are set in a similar way with the car above the fioor. The cams for the other floors are set in the same way.

Referring now especially to Figures 3 and 11, the crosshead panel frame 58 carries a plurality of panel sections I15 of insulating material on which are mounted a plurality of circuitcontrolling members for contacting cooperating circuit controlling members mounted on floor bars I 16. These floor bars are secured as by bolts I11 to extrusions I60 extending vertically between the base plate 2I and cover 22. The extrusions are secured as by screws to lugs 24 at the. bottom. (see figure 25 andyto angles lBI atthe. top. in turn secured as by bolts I82 to cover z'zrjtseeyri-gure There is one iioorbar for eachfloor served and these bars are spaced in accordance; with the distance. between the respective-floors for which they are provided.

;A number of the circuit controlling members carried by the. crosshead are usually referred to ash-rushes In the construction illustrated these include up landing call pick-up and reset brush stopping: brush. 18.2 for initiating actual slow down of. the carin its downward-travel. after a call-has. been picked up, up landing call auxiliary reset brush. 186, down landing call aux-iliaryreset; brush 1:911 and position indicator brush I95.

Brushes [85, I86, I81, I30, 19L 192,193 and H14. aife'lall of the. same construction, the details ofz onev oi'them, namely brush I93, being illus trated in Figure 1.2. The brush comprises a carbon contact 196 which. makes the actual engagementw-ith. the stationary contacts. The.car bon contact is ecured to one end. of a l f; sprin tfl'lw s by aclip 20,0 and screw 20!. The spring is. secured at its other end to an arm, 29.2 which. ismo nted. on. a bracketzcs and secured in place as; by a. bolt 1.04.. The bracket is positioned in groove 285. formed in the panel section [1-5 with. the bolt extending through a slot 2.06 in the g-roov A. U-shapcd member 20'! is seeured'to thereon-tact sprin in back of contact 196 and has-wits. other endiZlfi extending into a slot 2: tor-med in the bracket. This minimizes the possibility'of the. brush being bent out of. shape and limits it outward movement. Brush I195 is of same construction excep hat its contact 21.2 is. longer than contact I96.

Intermediate car call pick-up and reset brushes LS3 and M4 is a plunger type car call auxiliary reset brush. 2!.3. The plunger 2H3 is biased by a spring 215 intcposition to engage the stationcrycontact on. the floor bar. The outward move-- ment of the plunger is limited by a nut .2; on

the shank 2H engaging he mounting sleeve M8 forthcplunger. Brush 2I;3 engages the same stationary contacts a -brushes 193 and I94,

The-stationary contacts engaged by brushes lflillisfis 81,190... [9L 19.2., l.93 and 9d are of. the; sameoonstruction, one of them being shown Figure 12..v This stationary contact has a rounded silver contact tip 219 having a pressed t in the. head of the mounting bolt. 228. In- Sulati-ng blocks .22.! and, sleeves 222 insulate bolt: 2l9'from the floor bar H6. The stationary contactsengaged by brush I55 are or the same construction, one of. them being shownin Figure 13. It comprises a silver contact cap 223 soldered to. the head of mounting bolt 224.

Also mounted on each floor bar is a direction switch 225 which is a combination brushand switch-and is utilized in the construction shown in the direction determining circuit, for the-car.

floor during up car travel.

of. spring. 233,. The. contact. 22'! is adapted to be engaged by a direction. cam 240 mounted in a groove. in a panel ection I15. and secured thereto as by screws 241;. This cam comprises an up. section and. a. down. section. The down section is an elongated, section 242. ofconducting mater al. The up section is made up of. a pair of L-shaped members 2 53 and 244 of insulating material arranged in lappingrelation. The leading edge of.

member 243 and the leading edge of sectionZ lZ are both tapered. The conducting section 242- is of a length to span. the switches 225. forthe farthest par adjacent floors. The witches 224' are controlledby the. registered callsfor the floors for which they are provided andare connectedin series relation from the bottom switch tothe top one, with the top one connected. to thecoiloi the up. direction relay, as for'exampleas shown in Figure 1.5. of: the patent to Dunn, No... 2,032,475. rant d March .3, 1.9.3.6. The. conducting sect on 2.4.2 of the cam. is connected to the coil of-thedown direction relay.

Gau es 245 are secured to each end of the panel frame 5.8 as by screws 2.46. The ends of thesegauges are the same height as the floor bars no and are for setting the floor bars in. proper positions with, the car stopped at the respective floors. Also a guide roller 248 is pivo-tally mounted on a. lug 259 formed on one'end of the frame. This roller runs in a guide channel formed by one edge 25! of the. adjacent extrusion, 180 and the opposite leg 252 of an angle secured tothe extrusion as by screws 253,.

For one control system for which this ,particular selector is especially adapted, the auxiliary stopping brushes HM. and I32. "are set so that dur ng upcar travel up brush lal disengages its stationary contact-for each floor slow downdis tance from the floor and during down. car travel down brush I92 disengages the stationary con tact for each floor slow down, distance from the floor. The call pick-up and reset brushes for each direction of. car travel are set to engage their respective stationary contacts for each floor ahead of the engagement of the auxiliary stopping brush. for that direction with its contact'forthat floor, but to remain in. engagement with their stationary contacts until after the engage ment of the auxiliary stopping brush. and contact takes place. The auxiliary reset brushes and position. indicator brush are set to be in engage en with their stationary contacts with the cal stopped at the floor for which the contacts are provided. L-shaped direction cam member 243 is set to separate

contacts

230 and 232 for a floor slightly ahead, of the disengagement of brush [9| from its stationary contact for that Conducting section 262 is set to disengage contact 221 for a floor slightly ahead of the disengagement of brush I9 2 from its stationary contact for that floorduring down car travel. 7

Referring to Figures 3 and 5, the position indicator drive chain 62 is secured to lug 6| on the cross-head sleeve by an. eye bolt 255. The other end. of the chain (not shown.) is secured to a drive Wheel 256-, passing around the rim 257 of the Wheel. The drive, Wheelisrotatablymounted. on a. shaft 2.5.8 secured to the base plate 2|. The, drive wheel acts to drivemechanical position indicators at the various landings by mechanism not shown. but well understood in the art. The electrical position indicator controlled by brush I95 is located intha elevator car.

Referring particularly to Figure .3, the selector 'to the adjacent corner post 23.

tenements three sides by plates 260 secured to the cornerposts 23 by screws 26L On the side opposite the floor bars is the floor relay compartment. The floor relays 262, indicated by rectanglesare mounted on bases 263 secured as by clips 264 and bolts 265 to cross bars 266 in the form of extrusions into which the bolt heads extend (see Figure 15). The cross bars are secured by bolts 261 to

upright angles

210 and 21! which form the side members of a frame. Angle 210 is mounted on hinges 212 welded to the angle and 7 On the other side, angle 21I is locked by screws 213. to angles the selector. A guard is provided for drive wheel 21/ This guard is in the form of a bracket 280 secured to base plate 2I and a semi-circular cover plate '28I mounted on the bracket.

In operation, upon starting the car, electromagnet Ifil is energized to lift the collar 80 into position where the contact fingers and switches clear the levelling cams during running of the car past the floors. As the car approaches a floor, say in the up direction, for which say a car call is registered, the car call pick-up and reset brush I93 for up direction of car travel engages its stationary contact for that floor, picking up the call and effecting its automatic cancellation. It

' also renders the up auxiliary stopping brush I9I effective so that as this brush leaves its stationary contact for the floor, slow down is initiated.

. As slow down is initiated, electromagnet I6I is deenergized allowing collar 80 to drop the contact fingers and switches carried by the collar into position to be engaged by the contacting plate 15 of the levelling cam for the floor at which the stop isb'eing made. The car is slowed down as it continues toward the floor. As this continued movement takes place the leading edge 16 of contacting plate 15 runs onto the contacts of

contact fingers

86 and 90 and as the car reaches a certain distance from the floor contact H of combined up interlock switch and contact finger 92 is engaged by the edge 16 of the contacting plate.

Immediately thereafter; the contacting plate af fects the separation of contacts I25 and I26. The engagement of the contacting plate with contact I I5 establishes another operating circuit for the ear while the separation of contacts I25 and I26 opens the main operating circuit. Also the car .is caused to operate at fast levelling speed. Upon thearrival of the car in the door zone, up door zone switch 94 is operated to engage contacts I40 and I41. This renders the door operating mechanism effective to cause the opening of the door or doors as the stop is made. As the car arrives in the slow speed levelling zone, the edge 11 of the contacting plate runs off up fast speed levelling contact finger 86, causing the car to run at a slow levelling speed. Just before the car reaches floor level, edge 11 of the contacting plate runs off up slow levelling speed contact finger 90, causing the car to be brought to a stop. The mechanism operates in a similar manner during downcartravel and this operation will not be deand 232 of switch 225 for that floor to break the up direction circuit. This enables a stop to be made during up car travel in response to a down landing call, provided no call is registered for a floor above. During down car travel, when

contacts

230 and 232 are separated by the direction are interchangeable and the mechanism is readily adaptable to various control circuit arrangements. The two section cam simplifies the control of the direction circuits. The levelling mechanism is simple and easy to set. It is positive in operation, thereby eliminating interlocks between up and down switches and insuring the breaking of the circuits. Thus unwanted levelling of the car away from the floor is obviated. The positions of the door zone switches are readily adjustable, thereby enabling the extent of the door zone to be adjusted. The number of contact fingers and switches may be varied, i. e., more can be added, or some omitted-such as the fast speed levelling contact fingers. The short stroke levelling magnet is quiet and reliable.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. Control mechanism for an elevator car comprising; a contacting segment rotatable at a speed proportional to the speed of the car; a follower movable in a direction parallel to the axis of rotation of said segment in accordance with the movement of the car; and a plurality of contacting devices carried by said follower for slidably engaging said contacting segment.

2. Control mechanism for an elevator car comprising; an electrically conductive helical contacting segment rotatable at a speed proportional to the speed of the car; a follower movable in a direction parallel to the axis of rotation of said segment in accordance with the movement of the car; and a plurality of contacting devices carried by said follower and biased into position to slidably engage the face of said contacting segment.

3. Selector mechanism for an elevator car comprising; a plurality of electrically conductive hellcal contacting segments, one for each floor served by the car, said segments being rotatable about a common axis at a speed proportional to the speed of the car; a crosshead movable in a direction parallel to the axis of rotation of said segments at a speed proportional to that of the car; a plurality of contact fingers carried by said crosshead and biased into position to be slidably engaged by said contacting segments; and means for moving said contact fingers into position to clear said contacting segments.

4. Selector mechanism for an elevator car comprising; a crosshead actuated linearly in accordance with movement of the elevator car; a shaft rotated in accordance with the speed of the elevator car about an axis parallel to the line of movement of said crosshead; a plurality of hellmacitec arranged on said shaft to be rotated thereby and posi'tionedin spaced relationship thereon in ac- ,cordan'cewith the distances between the floors for which they fare provided; a plurality of contact ger s carried by said crosshead to-be slidingly lengaged byeach contacting segmentas a stop is being made at the floor for which such segment is provided; and means for moving said-contact fingers into position to clear said contacting segments-duringrunning ofv the car. I

1 Selector levelling mechanism for an elevator car comprising a crosshead actuated linearly accordance withQmovement of the elevator car; ..a shaft extending parallel to the line of movement of said crosshead and rotated in accordance Ivviththe speed of the elevator'car; a plurality 9 hel cal t ct se m n o ectr ca y v cenductive material; one for each floor served,

by; the car, arranged on said shaft-to be rotated thereby and positioned in spaced relationshipthereonin accordance with thedistances between the floors for which they are provided, each segment having afpitch equal to the travel of the crosshead per: revolution of said shaft; a

plurality; of contact fingers common to said floors carried by said crosshead tobe slidinglyengaged by. the face of each contacting segment as the car is being stopped at thelfioor for which such segmentis provided; and electromagnetic means carried by. 'saidcrosshead for moving said contact 'fingersinto position to clear said contacting segmentslduringrunning of the car.

-. s 6. Selector levelling mechanism for an elevator -car comprising; a crosshead actuated linearly in accordance'with movement of the elevator car; a shaft extending parallel to: the line of movement of said crosshead and rotated in accordance '-with the speed of the elevator car; a plurality of helical contacting segments of electrically conductive material, one for each floor served by the car, arranged on said shaft to be rotated thereby and positioned in spaced relationship thereon in accordance with the distances between the floors for'which they are provided, each segmenthaving a pitch equal to' the travel of the crosshead per revolution of said shaft; a plurality of contact fingers common to said floors for cooperation Withsa-i'd contacting segments, said fingers being arranged in two groups, one on eachside of the 1 center of each contacting segment with the car stopped at the floor for which the contacting i segment provided,'t0 be slidingly. engaged by the facesof said contacting segments; an electromagnetcarried by said crosshead; and a support for mounting said'contact fingers on said crosshead for cooperation with said contacting segments, saidsupport being operable by said accordance with movement of the elevator c'a'r;

ashaft'extending parallel to'the line of movement of said crosshead and rotated in accordance with the speed of the elevatorcar; 'aplurality of cams, one for each floor served by the car, ar-

rangedon said shaft to be. rotated thereby and- -positioned in spaced relationship thereon in accordance with the distances between the floors 12 for c h are dest. ea h can; ha in a helical contacting segment of conducting material of apitch equal to the travel of the crosshead per revolution of said shaft; a plurality of circuit controlling devices common tosaid iioors for cooperation with the faces of' said contacting segments, said devices being arranged in two groups one on each side of the center of each contacting segment with the car stopped at the floor for which the contacting segment is provided, each circuit controlling device having a contacting member adapted to be slidingly engaged by the faces of said contacting segments; an electromagnet carried by said crosshead; and a supportfor mounting saidcircuit controlling devices on said crosshead for cooperation with said contactin seg ents, said sunportbeme operable by said electromagnet upon energization thereof to move said circuit controlling devices into position to clear said contactingsegments during running of the car.

8. Selector levelling mechanism fora-n elevator car' comprising; a crosshead actuated linearly'in accordance with movement of the, elevator car; a shaft extending parallel to the line of move- 7 ment of said crosshead and rotated in accordance with the speed of the elevator car; a pluralityof cams, one for each floor served bythe car, arranged on said shaft to be rotated thereby and positioned in spaced relationship thereon in accordance with the distances between, the floors for which they are provided, each cam having a helical contacting segment. of. conducting materialofa pitch equal to thetravelof theicrosshead per revolution ofsaid shaft; a plurality-of circuit controlling devices commonto said floors for cooperation with saidcontactlng segments, saiddevices being arranged man up group and a down group with corresponding devices of each group spaced substantially equidistant on each side of the center of each contacting segment to the pitch of said contacting segments, said sup:-

port being carried bysaid crosshead and operable by said electromagnet upon energi'zatien thereof to move said circuit controlling devices into posi= tion to clear said contacting segments during running of the car and being operable upon deen'e'rgization of said electromagnet to move said circuit controlling devices into position for cooperation with said contacting segment for the next floor to be reachedby the car.

appearances .crrrnf T e owin re eren es a e. of e ord; t file of this patent:

UNIT-En, sures: PA'IEN'I'S Name D te Number v r Grosvenor June p 1,, 71 9 2