US2835346A

US2835346A - Variable standing time control

Info

Publication number: US2835346A
Application number: US607129A
Authority: US
Inventors: Raymond A Burgy
Original assignee: Toledo Scale Corp
Current assignee: Toledo Scale Corp
Priority date: 1956-08-30
Filing date: 1956-08-30
Publication date: 1958-05-20
Anticipated expiration: 1975-05-20

Description

May 20, 1958 v R. A. BURGY 2,835,346

VARIABLE STANDING TIME CONTROL.

Filed Aug. 30, 1956 3 Sheets-Sheet 1 f AMP luvwzzvrox RA YMg /VD' A. 5096 Y United States Patent Ofifice 2,835,346 Patented May 20, 1958 VARIABLE STANDING TllVlE CONTROL Raymond A. Burgy, Maumec, Ohio, assignor to Toledo Scale Corporation, Washington Township, Ohio, a corporation of Ohio Application August 30, 1956, Serial No. 607,129

17 Claims. (Cl. 187-29) This invention relates to elevator controls and in particular to control means for completely automatic elevators arranged to vary the standing time at a floor in accordance with the passenger demand.

When push-button controlled automatic elevators are operated without the services of an attendant the controls must be adjusted so that the elevator stands at a floor for a certain length of time before closing the doors and proceeding to the next floor. If an operator is in attendance the minimum time can be made materially shorter since the operator can manually lengthen the time interrupting the door closing operation as may be required to permit the entrance or exit of passengers. For satisfactory operation without an attendant the doors must be held open for a time interval generally equal to the maximum time required for prospective passengers to move to the elevator entrance and enter the car. If a number of cars are arranged in a bank so that the end cars are quite widely separated this time interval required for a prospective passenger to reach the car answering his call may be quite long. Situations may also occur where the intending passenger may be standing directly in front of the car that answers his call in which case he may promptly enter the car and then have to wait for the remainder of the time interval before the car will start. This waiting time is quite annoying and therefore objectionable.

The principal object of this invention is to provide a control that is responsive to the type of call being answered and to the entrance or exit of a passenger and which is effective to shorten the standing time at a floor to a minimum. time interval after the last passenger has entered or left the car.

Another object of the invention is to provide a control in which a time interval that a car is held at a.

fioor is pre-set according to the various times required for different types of calls and control means are efiective upon the entrance or exit of a passenger into the car to cancel a portion of the preset time interval.

Another object of the invention is to provide means to establish diiferent standing times depending upon Whether the stop is made in response to a car call or a hall call.

More specific objects and advantages are apparent from the following description of the invention.

According to the invention the time at which the doors of a car reclose after a stop is made at a floor is controlled jointly by two timer groups operating in sequence, to establish various waiting times. The first of these timers comprising the first group to operate is set to time an interval of five to ten seconds and it is permitted to start its timing interval as soon as the doors reach full open position as a car stops at a fioor. The second group of timers is energized or started on its timing interval as soon as the first timer times out and the doorway is clear. The first timer is allowed to run until either a passenger enters or leaves the car thereby interrupting the light beam of the door protective system or until its time interval has expired. Upon the occurrence of either of these events one or more of the second group of timers, flux decay time relays, are deenergized to start their timing intervals, that is, intervals of approximately nine tenths to two seconds depending upon the type of call before closing the doors and starting the car. The control circuits of the invention provide various minimum waiting times according to the type of call by arranging the minimum timing intervals to be selected according to whether the car stops in response to a landing or hall call or in response to a car call. If the car stops in response to a landing call or is loaded when stopping for a. car call a longer time interval is provided than is the case when a lightly loaded car stops for a car call. When stopping for a car call the passenger in the car knows that the car is stopping for his floor and is alerted and ready to immediately leave the car. However, the intending passenger on the floor awaiting an elevator does not know precisely when the car is going to arrive in response to the call or which car will answer his call. Therefore there is often a delay while an intending passenger approaches the car.

A preperred embodiment of the invention is illustrated in the accompanying drawings.

In the drawings:

Figure l is a view of two spaced apart elevators such as the end elevators of a bank of elevators showing the location of the photoelectric equipment.

Figure H is a schematic wiring diagram of one of the photoelectric systems for detecting obstructions in the doorway of an elevator.

Figure ill is a schematic wiring diagram of the controls and timers that determine the various standing time intervals of one of the elevator cars.

Figure IV is a wiring diagram showing an alternative method of arranging the combination of contacts of the relays for obtaining the same overall results as the circuit shown in Figure Ill.

Figure V is a fragmentary schematic diagram illustrating still another way of arranging the contacts of the relay in order to obtainthe same response from the circuit.

These specific figures and the accompanying description are intended merely to illustrate the invention and not to limit its scope.

In the accompanying drawings Figure I illustrates the condition that often occurs when two or more elevators any of which may answer a call are separated .by a considerable distance. As indicated in this figure an elevator car 1 may be the left-hand car of a bank while an elevator car 2 may be at the right end of the bank. There may be a number of cars between these two. According to usual pactice each of the cars is guided by hatchway rails 3 running vertically along the sides or the hatchway and engaging guide shoes 4 attached to each of the elevator cars. Each car is supported by cables 5 running up the hatchway to drive equipment, not shown.

Each of the cars is also equipped with a door operating mechanism 6 that includes a pivoted lever 7 connected through a link 8 to a first door 9 and through a second link 10 to a second door 11. Since the distance from the fulcrum of the lever 7 to the links 8 and 10 is different the travel of the doors 9 and 11 is also different. This allows the doors to overlap each other in open position and close in slightly overlapping position to close the entire door opening of the elevator car. The door control mechanism for each of the cars also includes a light source 12 that projects a beam of light, indicated by a dotted line 13, to a mirror 14 on the opposite side of the doorway of the car the light being reflected from the mirror 14 to a photoelectric cell 15 mounted on the frame of the car. The photoelectric cell is connected 3 into the control system of the elevator so that the doors cannot be closed unless the light beam 13 is uninterrupted. Thus if any passenger or other obstruction is in the doorway of the elevator the doors will not attempt to close.

Figure 11 illustrates in a simple form the wiring for each of the photoelectric cells including its relay. Thus in this figure the photoelectric cell 15 is shown connected by leads 16 to an amplifier 17 that steps up the power of the signals sufficiently to operate a relay 18 connected to the amplifier through leads 19. The amplifier 17 receives power from a power line through leads 2t) and also, through leads 21, furnishes power to the light source 12 also shown on each elevator car in Figure I. The relay 1%, controlled by the photoelectric cell, may have one or more sets of contracts 22 depending upon the number of circuits that must be operated according to the condition of the relay.

Referring now to Figure III the master photocell relay PC shown near the upper portion-of the figure is energized from supply lines 23 and 24 by way of a circuit that includes a normally closed door-open button 25 in the elevator car, a lead 26, a safety switch 27 operated by the edge of the elevator car door, a lead 28, contacts 22 of the photocell relay 18, a rectifier 29 and an operating coil 30 of the master photocell relay PC. The rectifier 29 is included since alternating current power is supplied to the leads 23 and 24 and a much more sensitive master control relay may be used if energized by direct current. The direct current also reduces the power handling capacity required of the various switches in the circuit. In order to eliminate chattering or noise of the master photocell relay PC a condenser 31 is connected in parallel with its operating coil 30. This master photocell relay PC is energized as long as the light beam across the door of the car is uninterrupted, i. e. no one is in the doorway. The relay may also be deenergized should someone push on the edge of the door so as to open the contacts 27 or should someone push the door open button 25. Therefore

contacts

32, 33 and 34 of the master photocell relay PC are in their operated position, the reverse of that shown, as long as conditions are correct for the car to be started and operated.

As the elevator car closely approaches a floor in response to car signal or a landing signal requiring a stop at that floor, the door relay, operating to open the doors, closes its contacts DO shown in Figure III so as to momentarily complete a circuit from the'supply lines 23 through an operating coil 36 of an auxiliary timing relay TRLA, through lead 38, the now closed door relay contacts DO, and contacts BK of the brake relay of the elevator system to the return lead 24. As is usual in circuits of this type the contacts BK of the brake relay are arranged so that the contacts are closed as long as the brake is released and the car is under the control of the elevator drive motor. As soon as a car has stopped and leveled at a floor the brake relay releases thus opening the contacts BK. Thus the operating coil 36 of the auxiliary timer relay TRLA is momentarily energized as the doors are opening as the car stops at the floor. Once it is stopped the operating coil 36 of the relay can no longer be energized through this circuit.

The auxiliary timing relay TRLA when energized closes its contacts 40 so as to complete a holding circuit through a lead 41, the now closed contacts 40, a lead 42, normally closed contacts 43 of a synchronous motor driven timer TRL, and then through lead 45, contacts 32 of the master photocell relay PC, and lead 46 to the return supply lead 24. This circuit seals the auxiliary timing relay TRLA in operated condition. As soon as the auxiliary timing relay TRLA was energized it also closed its contacts 47 to complete a circuit from the supply lead 23 through the drive motor of the timer TRL, the now closed contacts 47 and a lead 48 leading to the return line 24.

Energization of the auxiliary timing relay TRLA also caused it to close its contacts 49 to complete a circuit from a D. C. power lead 50 through an operating coil 51 of a first starting time relay TR and thence through a lead 52, normally closed contacts 53 of a main floor relay MG, the now closed contacts 49 and lead 54 to a return direct current lead 55. Energization of the first starting time relay TR opens its contacts 56 so as to disable the car starting circuit indicated merely as leads connected through the contacts 56.

The starting time relay TR may also be energized through a lead 57 and any of several sets of contacts AM, EM, D0, or the contacts 34 of the master photocell relay PC, these contacts all being connected in parallel, and thence through the lead 54 to the return DC lead 55. These parallel contacts serve as safety controls so that the car starting circuit cannot be completed as long as (a) the doors are opening which is indicated by the closure of the contacts D0 or (b) the emergency stop relay is released thereby closing contacts EM or (c) the elevator is running as is indicated by the closure of contacts AM of an advance motor relay not shown in the drawing. Likewise should the master photocell PC be deenergized as by interrupting the light beam across the elevator doors or by operation of door opening button 25 or the safe edge door contacts 27 the car starting circuit cannot be completed.

it should also be noticed that the master photocell relay PC includes contacts 33 that are included in the circuit for a safety circuit. For safety reasons this circuit is arranged such that it must be complete before the car can be started. Once started other contacts in parallel with the contacts 33 close so that the opening of the contacts 33 will not interrupt such circuit and stop the car.

In the operation of this circuit as a car approaches an intermediate floor for a stop (main floor relay MG not energized) the auxiliary timing relay TRLA is energized through the brake relay contacts BK and door opener relay contacts DO. This relay TRLA, by closing its contacts 47, starts the long interval timer TRL and, by closing its contacts 49, energizes the starting time relay TR. As long as the relay TR is energized the car starting circuits are disabled. This particular relay is of the flux decay variety and requires approximately .9 of a second of time after its coil circuit is opened before its armature releases to close the contacts 56. Therefore all circuits must be in readiness for starting the car for at least .9 of a second before the car starting circuit itself is completed.

As long as no enters or leaves the elevator car, as for example if it stops for a false call, the motor driven timer TRL times out at the end of approximately five or ten seconds of time and opens its contacts 43. The opening of these contacts breaks the holding circuit for the auxiliary timing relay TRLA so that it thereupon is deenergized and opens its contacts 49. If the other circuits for starting the car are in readiness to start the opening of the contacts 4-9 deenergizes the starting time relay TR and .9 of a second later the car starting circuit is completed by closure of the contacts 56. This cycle of events determines the time that a car will wait at a floor before clos ing its doors and starting toward the next call. When the car has stopped at a floor and a passenger either leaves or enters a car the photocell relay contacts 22 shown in the top line of Figure iii are open as long as the passenger interrupts the light beam across the elevator car door. Interruption of this circuit deenergizes the master photocell PC so that it opens its contacts 32 thereby breaking the holding circuit for the auxiliary timer relay TRLA. This relay, without any time delay, immediately drops out thereby opening its contacts 49 thus permitting the car to start approximately .9 of a second after the light beam across the car door has been re-established so as to reenergize the master photocell PC and open the contacts 34.

Therefore in this circuit, as shown, the car doors remain open for approximately 6 to 11 seconds, i. e., .9 of a second longer than the timing interval of the motor driven timer TRL, in the event that no one enters or leaves the car. fore the expiration of this time interval the auxiliary timer relay TRLA is released so as to take the motor driven timer out of the control circuit and permit the car to start approximately .9 of a second after starting conditions are restored. Should more than one passenger be entering or leaving the car the light beam is momentarily interrupted as each pasenger passes through the car door and as each one passes the master photocell relay PC is deenergized thereby rc-establishing momentarily, through contacts 34, the circuit to the coil 51 of the first starting time relay TR. Each pulse of current thus supplied to this relay reenergizes its magnetic circuit so that the relay will not drop out until the light beam remains unbroken for at least .9 of a second. The circuit is also safe in that should a person hold the edge of the door, as when one passenger holds the car to wait for another, the contacts 27 being held open deenergize the master photocell relay PC so that it remains deenergized thus closing its contacts 34 to keep the starting time relay TR continuously energized. Therefore the car will not start as long as the doors are opening, the passenger is holding the edge of the door, or a passenger is standing or walking through the doorway to interrupt the light beam.

For best results it is desirable that after a passenger has entered or left the car that the minimum standing time be adjusted or controlled according to whether the expected following passenger is entering the car from the landing or is leaving the car. This distinction is necessary because passengers tend to follow each other closely as they leave a car but to be more widely separated as they enter from a landing. It is therefore desirable that the minimum standing time as determined by the timing relay TR after the entrance or exit of a passenger be adjusted or controlled according to whether the expected passenger is entering or leaving. If the car stops in response to a registered car call it may be assumed that the passenger or passengers will be leaving the car. Therefore, the minimum or very short time interval is required after the photocell light beam is re-established each time before the starting circuits may start the car. Should the car stop be in response to a landing'call then it may be assumed that the passengers will be entering the car and it is therefore desirable that the minimum standing time be increased from a very short time such as .9 of a second described above to an interval of approximately one and three tenths seconds to one and one half seconds. Thus the doors will not start to close so as to trap an approaching passenger as long as that passenger follows the preced ing intending passenger within an interval of one and one half seconds.

It is also desirable to allow a slightly longer waiting time when the car stops in response to a car call and the car is more than half loaded so that departing passengers may have difliculty, due to the crowded conditions in the car, in reaching the doorway within the limited time available.

Still another condition occurs at the main floor when it is desirable to provide a still longer time interval to permit departing passengers to leave the space in front of the car and allow others to enter the car before starting to close the doors. in this case it has been found that a two second interval after the last passenger has left the car should be allowed before the doors start to close. However, once a passenger has entered the car after the previous load of passengers have left the time interval for succeeding passengers may be reduced to the same interval as is employed at the intermediate landings.

Should a person enter or leave a car be- Timing relay circuits for providing the above described time intervals are illustrated in Figure III. In this circuit three timing relays are employed in addition to the long interval timer TRL. These comprise the previously described minimum timing relay TR set for approximately .9 second, a second timing relay TR1 adjusted ordinarily for from 1.3 to 1.5 seconds and a third timing relay TR2 normally adjusted for a 2 second interval. The timing relay TRl is arranged to be energized whenever the car stops for a landing call or whenever a car stops for any call if the car was loaded to more than half capacity when it left the last preceding stop. The third timing relay TR2 is employed only at the main floor and is arranged to time the interval that the doors wait for incoming passengers after the last departing passenger has cleared the door.

in the arrangement of Figure III a landing call relay LC is energized from the lead 50 through a lead 60, operating coil 61 of the landing call relay LC, lead 62, contacts S of the landing call stopping relay, a lead 63, and finally normally closed contacts AM of the advance motor relay and then to the return lead 55. When the car stops in response to a landing call and the contacts S close the landing call relay LC seals itself in through a circuit comprising its contacts 64 and lead 65 connected to the lead 63 between the stopping relay contacts S and the advance motor relay contacts AM. Thus this relay is held in when a car stops in response to a landing call until a car starts again after responding to that call. The landing call relay also closes it contacts 66 so as to energize an operating coil 67 of the second timing relay TR1 through a circuit that may be traced from the lead 50, the lead 68, the operating coil 67, contacts 66, and a lead 69 and thence through either the contacts 49 of the auxiliary timing relay TRLA, the contacts 34 of the photocell relay, or the door opening contacts DO and thence to lead 54 connected to the return lead 55.

The second timing relay TR1 may also be energized if the car stops at the main floor when the main floor relay MG is also energized so as to close its contacts 70 to provide a by-pass circuit around the contacts 66. Therefore, whenever the car stops for a landing call such that the contacts 66 are closed the timing relay TR1 is energized so as to open its contacts 71 in the car starting circuit and thus force a starting delay according to the time interval measured by the second timing relay TR1.

This same timing relay TR1 is brought into operation whenever the car stops in response to a car call and is carrying over a 60 percent capacity load. This is accomplished by means of a landing call auxiliary relay LCA that is energized from the lead 50, a branch lead 72, operating coil 73 of the relay and thence through door close contacts CL and a load weighing device contact WT to the return lead 55. Thus, whenever the doors close and the car is carrying more than a 60 percent load, as indicated by closure of the WT contacts, the LCA relay is energized. This relay seals itself in through its own contacts 74 and lead 75 which includes normally closed contacts of the door opening relay DO. Thus whenever the car starts or closes its doors when it is more than 60 percent filled to capacity the landing call auxiliary relay LCA is energized and it then remains in its energized condition until the car stops and the doors open for the next stop. When this relay LCA is energized it also closes its contacts 76 so as to prepare a circuit for energizing the landing call relay LC as soon as the advance motor stops and the advance motor relay closes its contacts AM.

In addition to the timing intervals provided by the timing relays TR and the second timing relay TR1 a third timing interval is provided by a third timing relay TR2. This relay has an operating coil 77 that is energized by a circuit that may be traced from the lead 50 through the operating coil 77, contacts 78 of the main floor relay MG, contacts 79 of the first timing relay TR and lead 80 connected to the parallel combination of contacts DO, AM, EM, 34 and 49 and thence through lead 54 to the 7 return lead 55. This third timing relay TRZ is used to provide the longer time interval at the main floor as is required by the delay which occurs as prospective passengers wait for the departing passengers to clear the lobby space in front of the car. The circuit is arranged so that this relay is effective for one timing interval only independently of whether passengers enter or not. To accomplish this the circuit is arranged so that the first timing relay TR which is energized as a car approaches the man tioor by means of a circuit including the normally closed contacts 53 of the first floor relay and the advance motor contacts AM closes its contact 79 so as to prepare a holding circuit from the lead 52 through the contacts 79 to the advance motor or door opening contacts and thence to the other side of the line. When the car reaches the first floor and the first floor relay MG is energized it closes its contact 78 before the door opening contacts has a chance to open or operate and thus prepares a circuit for the third timing relay TR2 by way of its contacts 73 and the now closed contacts 79 of the first timing relay. Thus as the car stops'both timing relays TR and TR2 are energized. While passengers are departing from the car this circuit is momentarily completed as each passenger leaves by means of the photocell relay contacts 34 which may be closed continuously or intermittently depending upon how closely the passengers follow each other from the car. As long as the intervals are less than .9 second, the timing interval of the timing relay TR, this relay and the third timing relay TR2 are both energized either intermittently or continuously so as to keep their contacts closed. As soon as the last passenger has left and assuming more than .9 second elapses before any other passengers enter the timing relay TR times out and opens its contact 79 and closes its contacts 5s. Since the main floor relay contacts 53 are now open this breaks the circuit to the third timing relay TR2 so that it begins its timing cycle and at the end of approximately two seconds closes its normally open contacts 81 in the car starting circuit. It should be noted that once the first timing relay TR is timed out in this sequence the third timing relay TRZ can no longer be reenergized by passengers entering the car and operating the photocell relay. Therefore the third timing relay TRZ operates once and once only 0 each main floor stop.

During this time interval While passengers are entering the car at the main floor the second timing relay TRl is effective to enforce a delay in the car door closing circuits of its time interval of 1.3 seconds between or after each passenger enters. This is accomplished since the main floor relay MG has closed its contacts 70 so as to prepare the circuit to the photocell relay contacts 34. As soon as all three timing relays TR, TRI, and TR2 have timed out the

contacts

56, 71 and 81 are closed so as to complete the circuit for the car starting circuits.

This circuit thus provides a short time interval after a passenger has left the car at an intermediate floor when the car was slightly loaded so that the doors reclose almost immediately. It also provides that if the car is loaded over half capacity a slightly longer time interval is provided for successive passengers to leave the car and the same longer interval is also provided for passengers entering the car. Finally a still longer time interval is provided at the main floor to provide for the delay that usually occurs after passengers have left the car and cleared the doorway before other passengers can enter the car. While timing intervals of .9 second, 1.3 seconds and 2 seconds have been suggested as the timing intervals for the three relays other timing intervals may be employed as conditions may indicate to be desirable for the traffic encountered in a particular building. These timing intervals as determined by the timing relays TR, TRL and TR2 are in addition to the longer waiting time interval established by the TRL and TRLA relays which is in eiiect until a passenger enters or leaves the car. The shorter time intervals are desired and intended to take care of the various expected time intervals between successive passengers leaving or entering the car.

The circuits shown in Figure iii illustrate one arrangement of timing relays and contacts for achieving the desired operation of the elevator system in response to passenger trafiic. Other combinations of contacts may also be employed and still obtain the same result. One such arrangement is shown in Figure 1V in which the circuit elements are identified with the same reference characters as applied to Figure Hi except for the addition of a lower case a after each symbol. Only the circuits involved in producing the shorter time intervals as determined by the first, second or third timing relays are shown in Figure IV, it being assumed that the same maximum standing time relays such as TRL and TRLA and the photocell relays PC of Figure III will also be employed. In the circuit shown in Figure IV the first timing relay TRa and a second timing relay TRla have their operating coils and 86, respectively, connected in parallel and supplied from a lead 37 through branch leads 88 and 89. The circuit may be traced from the operating coils through a lead 90 and then through one or more of parallel connected contacts 91 of the auxiliary timing relay TRLA; contacts DOa of the door opening relay, Elvia of an emergency relay system AMa of the advance motor relay and PCa of the photocell relay. The other sides of these contacts are connected to the return line 92. A third timing relay TR2a is also energized through the same parallel connected contacts as long as the main floor relay MGa is deenergized so as to close its contacts 93. Thus all of the timing relays TRa, TRla, and TRZa are energized Whenever the car is running or as the doors open. When the car stops at the main floor and energizes the MGa relay it opens its contacts 93 but the relay TRZzz having previously been energized does not immediately drop out neither does the first timing relay TRa. This first timing relay through its contact )4 completes a by-pass circuit around the contacts 93 so as to keep the relay TR2a energized until after the first timing relay TRa has timed out.

In order to distinguish between car calls and hall calls a landing call relay LCa is employed and is energized whenever the car stops in response to a landing call as is indicated by momentary closure of contacts Sa included in series with an operating coil 95 and advance motor relay contacts AMa whenever the car stops for a landing call. This relay seals itself in and when sealed in opens its contacts 96 which are included in the car starting circuit. Likewise an auxiliary landing call relay LCAa is employed in the same way as that shown in Figure HI and is employed to energize the landing call relay LCa whenever the car stops for a car call but is loaded to more than half capacity.

Since all of the timing relays are energized for each stop it is necessary to by-pass the contacts of the relays whose timing intervals are not desired. Thus the car starting circuit of Figure IV includes in series contacts 97 of the timing relay TRa, contacts 98 of the second timing relay TRla, and contacts 99 of the third timing relay TRZa. Since the minimum time interval as determined by the first timing relay TRa will always be employed or exceeded there is no by-pass circuit arranged around the contacts 97. Also, since the longest time interval as determined by the third timing relay TRZa is only employed at the main floor its contacts 99 are by-passed by contacts 10% of the main floor relay MGa except when the relay MGa is energized when the car is at the main floor.

Furthermore, since the intermediate time interval as determined by the second timer relay TRla may be employedeither for a landing call or at the main floor its contacts 98 in the car starting circuit are by-passed 9 by the series combination of the contacts 96 of the landing call relay LCa andcontacts 101 of the first floor relay MGa.

In this arrangement the car starting circuit is completed as soon as the first timing relay TRa times out provided that the car did not stop for a landing call and is not at the main floor. When the car stops for a landing call such that LCa is energized a car starting circuit is prepared when the first timing relay TRa times out to close its contacts 97 and is completed when the second timing relay TRla times out to close its contacts 98. Likewise, if the car is at the main floor such that the relay MGa is energized the car starting circuit is completed as soon as both the second and third timing relay TRIM have timed out. These may time out in either order depending upon whether or not passengers have entered the car so as to deenergize the photocell relays after the first .9 of a second delay such as to deenergize the first timing relay TRa. If no passengers have entered, the timing relay TRla times out ahead of timing relay TRZa. However, if passengers have entered, the subsequent reenergizaticn of TRla delays its operation and the third timing relay TR2a operates first.

This circuit as shown in Figure IV differs from the combination shown in Figure III in that all of the timing relays are operated whether their effect is desired or not and the undesired relays have their contacts bypassed so as to be inefiective in the car starting circuit. In the circuit of Figure HI only those timing relays are energized whose time intervals are desired.

Figure V illustrates still another variation of contact combinations to achieve the same over-all result. As shown in this figure the door opening relay contacts, emergency relay contacts, advance motor relay contacts and photocell relay contacts are reversed from those shown in Figures Ill and IV in that normally closed contacts are substituted for those normally open and normally open contacts for those normally closed. With this substitution the contacts must be arranged in series so as to give the required indication when all of them are in the prescribed operating condition. One other variation from the previous circuits is that the timer relays TRb, TRlb and TR2b comprising the first, second and third timer relays are of the type that close their contacts at the end of the time interval and as long thereafter as they are energized. The relays used in the previously described circuit are of the type that close their contacts a predetermined time after the operating coil has been deenergized. In this circuit the'first and second timing relays TRb and TR1b are energized from a supply lead 102 through

leads

103, 104 and 105 that include in series photocell contacts PCZJ, advance motor relay contacts AMb, door opening relay contacts DOb and emergency relay contacts EMb and leads to a return lead 1&6. Thus the timers TRb and TRlb are energized whenever conditions are favorable for starting of the car. A third timing relay TRZb is energized from the lead 102 through contacts 107 of a first timer relay TRb, contacts 108 of the main fioor relay MG!) and lead 109 connected to the return lead 106. Thus the third timing relay TRZb is energized as long as the first timing relay TRb is timed out and the car is at the main floor as indicated by closure of the contacts MS of the main floor relay MGb. r

In order that the timer TRZb shall not be affected by subsequent operations of the first timer T Rb as passengers enter or leave, an auxiliary relay TRZbA is provided with its operating coil connected in parallel with the coil of the timer relay TRZb and its contacts 110 connected in parallel with the first timer contacts 107.

As in the previous circuit a landing call relay LCb is employed and has contacts 111 connected in series with contacts 112 of the main floor relay M6!) to by-pass contacts 113 of the second timer TRlb whenever the landing call relay is not energized and the car is not at the main floor. Furthermore, the main floor relay MGb has contacts 114 in parallel with contacts 115 of the third timer relay TR2b so to by-pass the third timer contacts 115 as long as the car is not at the main floor. Thus the car starting circuit may be completed as soon as contacts 115 of the first timing relay TRb, contacts 115 of the third timer relay and contacts 113 of the second timer relay are all closed or are by-passed by contacts of the landing call relay LCb and the main floor relay M61).

in this arrangement the first and second timer relays TR!) and TRlb are energized at each stop and perform their timing operations and in addition the landing call relay determines whether or not the second timing relay will be effective in determining the car standing or waiting time. The third timer relay operates somewhat difq ferently in that its operation is started at the end of the time interval of the first timing relay TRb by closure of its contacts 107. Therefore, to secure a two second time interval the third timing relay must be set for approximately 1.1 seconds.

This circuit provides the same over-all results as do the two previously described but accomplishes the result in a slightly different manner.

The several circuits illustrated in the figures show how either normally open or normally closed contacts in the elevator control system may be employed to operate the timing relays, and show how the contacts of the timing relays may be arranged either to control operation of the timing relays themselves or to control operation of the car starting circuit selectively when all of the timing relays are operated each time.

Other circuit arrangements may be made incorporating the various details to secure the same general combination or result and employing the principles described in connection with the above-identified circuits.

Each of the circuits provides timing intervals that adjust the operational timing of an automatic elevator system when a number of passengers are entering or leaving the car at the various floors. Each of the circuits provides an additional or longer time interval for entering passengers than it does for departing passengers and thus takes care of the usual physical arrangement in which the car doors and landing doors are located at the car end of a relatively deep entrance way or door casing. Each further recognizes the fact that departing passengers tend to follow one another more closely than do entering passengers. These circuits thus accomplish substantially the same timing as does a human attendant when operating the elevator.

Various modifications may be made in the circuits and the time intervals set up by the various timing relays without departing from the scope of the invention.

Having described the invention, I claim:

1. In an automatic elevator system, means for providing differing car standing times according to differing calls for service comprising, in combination, a plurality of timing relays, a car starting circuit that includes contacts of said relays and that is completed when all of said timing relays have timed out, means responsive to certain conditions for a car for preparing a circuit to energize said timing relays preparatory to a timing operation, a relay that is energized as the elevator car stops in response to a landing call, contact means on said relay for energizing at least one of said timing relays, and means for energizing at least one other of the timing relays each time the car stops in response to a car call.

2. In an automatic elevator system, means for establishing different car standing times according to differing calls for service comprising, in combination, a plurality of timing relays, a car starting circuit that includes contacts of said relays and that is completed when all of the timing relays have timed out, means preparing a circuit to each of said relays as the car doors open and whenever passengers are in the doorway, a first relay that is energized when the car stops in response to a landing call and which completes the circuit for one of said timing relays, a second relay that is energized when the car stops at a terminal floor and which completes the circuit to another of said timing relays, and means for completing the circuit to another of said timing relays at least when neither said first nor second relay is energized.

3. In an automatic elevator system, means for establishing difierent car standing times according to different calls for service, comprising, in combination, a plurality of timing relays, a car starting circuit that includes contacts of said relays and which is completed through said contacts arranged in series when said relays have timed out, means preparing a circuit to each of said timing relays when conditions preclude the initiation or" a door closing operation, said preparing means completing the circuit for at least one of said timing relays, a first relay that is energized as the car stops in response to a landing call, said first relay having contacts arranged to complete the circuit to a second of said timing relays, and a second relay that is energized when the car stops at a terminal floor, said second relay having contacts arranged to complete the circuit to the second of the timing relays and to a third of the timing relays.

4. A control circuit according to claim 3 in which the first and third of the timing relays are energized through a parallel combination of contacts of the first relay and the second relay.

5. In an automatic elevator system, means for establishing different car standing times according to diiterent calls for service comprising, in combination, a plurality of sets of contacts arranged in parallel and adapted to close in response to conditions precluding the initiation of a door closing operation, a first relay, means for operating said relay as the car stops in response to a landing call, means responsive to the load in the elevator car i for operating said relay when the car is loaded as it stops for a car call, a second relay that is operated when the car stands at a terminal floor, a plurality of timing relays, a circuit for a first of the timing relays that includes said plurality of contacts in series with a parallel combination of a normally closed set of contacts of the second relay and a normally open set of contacts of the first timing relay, a circuit for a second of the timing relays that includes said plurality of contacts in series with a parallel combination of normally open sets of contacts of the first and second relays, and a circuit for a third of the timing relays that includes a set of normally open contacts of the second relay and which circuit is connected in parallel with the first timing relay, and a start circuit for the elevator that includes normally closed contacts of said timing relays arranged in series.

6. in an automatic elevator system, means for establishing different car standing times according to diiierent calls for service comprising, in combination, a plurality of timing relays, means preparing a circuit to the timing relays when operating conditions preclude a safe door closing operation and when the car is in motion or the doors are opening, a relay that is operated as the car stands at a terminal floor, a circuit to a first of the timing relays that includes in series normally open and normally closed sets of contacts of said relay and said circuit preparing means, a circuit to a second of the timing relays that includes the circuit preparing means and the normally closed contacts of said relay, a set of normally open contacts of said second timing relay connected in parallel with said normally closed contacts of the relay, and contacts on each of the timing relays for interrupting a car starting circuit until the timing relay has timed out.

7. in an automatic elevator system, means for establishing difierent car standing times according to different calls for service comprising, in combination, a plurality of flu); decay timing relays, means preparing a circuit for energizing the timing relays when the car is motion, stopping at a floor or there are passengers in the doorway,

12 a first relay that is operated when the car stops in response to a landing call, a second relay that is operated when the car is at a terminal floor, a set of normally closed contacts on the second relay arranged to connect a first of the timing relays to said circuit preparing means, a circuit including a set of normally open contacts of the second relay for connecting a second of the timing relays to the circuit of the first timing relay, said first timing relay having a set of normally open contacts connected in parallel with the set of normally closed contacts of the second relay, an energizing circuit for a third of the timing relays that includes the circuit preparation means and a parallel combination of normally open sets of contacts of the first and second relays, and a car starting circuit that includes normally closed contacts of said timing relays arranged in series.

8. A control circuit according to claim 7 in which means responsive to the load in the car are arranged to operate the first relay as the car stops for a car call.

9. In an automatic elevator system, means for establishing different car standing times according to different calls for service comprising, in combination, a plurality of timing relays, a plurality of sets of contacts arranged in parallel at least one set of which is closed when the car is in motion, the doors are opening or passengers are in the doorway, a first relay that is operated when the car stops in response to a landing call, a second relay that is operated when the car stands at a terminal floor, circuit means including said pluraility of sets of contacts and normally closed contacts of the second relay for operating a first of the timing relays, normally open contacts of the first timing relay arranged in parallel with said normally closed contacts of the second relay, means including said normally closed contacts for operating a second of the timing relays, means including said plurality of sets of contacts for operating a third of the timing relays, a car starting circuit that includes contacts of the timing relays arranged in series, a set of contacts on the second relay arranged to render the second timing relay effective to open the starting circuit, and sets of contacts on the first and second relays arranged to render the third timing relay etfective to open said starting circuit.

10. A control circuit according to claim 9 in which means responsive to the load in the car is connected to energize the first relay as the car stops for a car call.

11. In an automatic elevator system, means for establishing difierent car standing times according to different calls for service comprising, in combination, a plurality of timing relays, a car starting circuit that includes contacts of each of the timing relays, a first relay that is operated when the car stops for a landing call, a plurality of sets of interconnected contacts arranged to condition a circuit to a first condition when the car is running, the doors are opening, or a person is in the doorway and to a second condition when a door closing operation may be safely initiated, circuit means including said circuit conditioning contacts for initiating a timing operaton of at least one of said timing relays when the circuit is in the second condition, and contact means on the first relay cooperating with the second timing relay for rendering the second timing relay effective to open said car starting circuit.

12. in an automatic elevator system, means for establishing different car standing times according to difierent calls for service comprising, in combination, a plurality of timing relays, a car starting circuit that includes contacts of each of the timing relays, a first relay that is operated when the car stops for a landing call, a second relay that is operated when the car stands at a terminal, a plurality of sets of interconnected contacts arranged to condition a circuit to a first condition when the car is running, the doors are opening, or a person is in the doorway and to a second condition when a door closing operation may be safely initiated, circuit means including said circuit conditioning contacts for initiating a timing operation of at least one of said timing relays when the circuit is in the second condition, contact means on the first relay cooperating with the second timing relay for rendering the second timing relay effective to open said car starting circuit, and contact means on the second relay cooperating with a third timing relay for rendering the third timing relay effective to open said car starting circuit.

13. An elevator control system according to claim 11 in which means responsive to the load in the car is arranged to operate the first relay as the car stops for a car call.

14. An elevator control system according to claim 12 in which means responsive to the load in the car is arranged to operate the first relay as the car stops for a car call.

15. In an automatic elevator system, means for establishing diiferent car standing times according to different calls for service comprising, in combination, a first, second and third timing relay, a circuit for energizing at least the first and a second of the timing relays, Which circuit includes sets of contacts operated to complete the circuit when operating conditions permit an initiation of a door closing operation, a first relay that is energized when the car stops in response to a landing call, a car starting circuit that includes contacts of said timing relays arranged in series, a second relay that is operated when the car stands at a terminal floor, contact means on the second relay arranged to by-pass the contacts of the third timing relay when the second relay is not operated, and contact means of the first and second relay connected in series and arranged to by-pass the contacts of the second timing relay.

16. A circuit according to claim 15 in which the third timing relay is energized from the power line through sets of contacts of the second relay and the first timing relay, and an auxiliary relay connected in parallel with the third timing relay has contacts arranged in parallel with the contacts of the first timing relay for maintaining the circuit to the third timing relay.

17. In an automatic elevator control system, means for providing different standing times for different calls for service comprising, in combination, a circuit that is prepared whenever the car is running, the doors are opening, or a passenger is in the doorway, a plurality of flux decay timing relays, a second of said timing relays being energized directly from said circuit, a first relay that is energized when the car stops in response to a landing call, a second relay that is energized when the car stands at a terminal floor, a set of normally closed contacts on the second relay and a set of normally open contacts on a first of the timing relays arranged in parallel and adapted to connect the first and a third of the timing relays to said circuit, a car starting circuit that includes in series normally closed contacts of each of the timing relays, contacts of the second relay connected in parallel with the normally closed contacts of the third timing relay, and a series connection of normally closed contacts of the first and second relays connected in parallel with the normally closed contacts of the second timing relay.

No references cited UNHED STATES PATENT orrica CERTIFICATE OF 'CURRECTION Patent Noo 2,835,346 May 20, 1958 Raymond A, Burgy error appears in the-printed specification It is hereby certified that iring correction and that the said Letters of the above numbered patent requ Patent should read as corrected below.

"time" insert interval by column 2,

line 52, for "paotice" "no" insert m one Column 1, line 25, after line 22, for "preperred" read preferred read we practice column 4, line 52, after column 7, line 10, for "man" read main Signed and sealed this 16th day of December 1958*o (SEAL) Attest:

KARL HO AEJNE Attesting Officer ROBERT C. WATSON Commissioner of Patents nmrrnn smite PATIENT @FHCE CETIHCATE OF QQRECTIQN Patent Noo 2,835,346 May 20, 1958 Raymond A, Burgy It is hereby certified that error appears in the-printed specification. of the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 1, line 25, after "time" insert M interval by column 2, line 22, for 'pre erred" read w preferred line 52, for "pactice" read practice column 4, line 52, after "no" insert one column '7, line 10,, for "man" read m main o 1 Signed and sealed this 16th day of December 1958o term) Attcst:

KARL WINE ROBERT c. WATSON Attesting Officer Commissioner of Patents