US3066762A - Circuit to dis-associate beam-controlled circuit from elevator door control system - Google Patents

Description

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Dec. 4, 1962 H RQBERTSQN 3,066,762

CIRCUIT TO DIS-ASSOCIATE BEAM-CONTROLLED CIRCUIT FROM ELEVATOR DOOR CONTROL SYSTEM Filed Dec. 5, 1960 2 Sheets-Sheet l cLosEs wHEN DEsIRED TO OPEN DooR wHEN ENERGIZED f? DooR OPENS a ll VICE vERsA I|o CLOSED ONLY DURING TIME FOR PASSENGER an a. ENTRY DOOR CONTROL lOO l4l F w RELAY ll fl OPEN wHEN cLDsED WHEN oPENs WHEN AcTuATED BY P.E. cELL BEAM CAR 2ND RELAY INTERRUPTED MoTION l3| ITI Ieo k II II cL0sED WHEN SAFETY P cLosED wHEN EDGE coMPREssED RE.CELL BEAM INTERRuPTED CLOSED WHEN 000R IS OPEN 5' TIMING RELAY 4| IST RELAY OPEN WHEN GAR CLOSED BY K IS IN MOTION RELAY 22 VISUAL AND/OR AUDIBLE e??? SIGNAL DEVICE wHIcH A A ED 5 INDIcATEs RE. cELL DOOR CONTROL RELAY CLOSED WHEN DEVICE Is DIss0cIATED ACTUATED BY FROM cIRcuIT 2ND RELAY 3I2 H H 31 332 390 Al OPEN WHEN cAR Is IN MOTION 300 cLosED WHEN DooRs i ARE WITHIN T/a" OF BEING FLiLlLY CLOSED II 3 1 3 3Bl 322 DIssocIATIoN RELAY cLosED WHEN HE. CELL H 2ND RELAY BEAM INTERRUPTED II CLOSED BY RELAY 22o AFTER TIME DELAY L INVENTOR.

HARRY R. ROBERTSON (JAY/WA T ATTORNEY 1962 H. R. ROBERTSON 3 066,762

CIRCUIT TO DIS-ASSOCIATE BEAM-CONTROLLED CIRCUIT FROM ELEVATOR DOOR CONTROL SYSTEM Filed Dec. 5, 1960 2 Sheets-Sheet 2 53 52 f 42 1 M I i k V J TIME IN V EN TOR.

HARRY R. ROBERTSON ATTORNEY United States Patent CIRQUHT 'lt) DES-AdSUCiA'lE EEAM-CGNTROLLED Clliililil'i ELEVATGR DQQR CGNTRQL SYSTEM Harry R. Robertson, Hoilywood, {4935 Beveriy Blvd, Los Angeles 4, Calif.) Filed Dec. 5, was, Ser. No. 73,365 9 Claims. (ill. 187-52) This invention relates to improvements in automatic elevator door control circuits, and has particular reference to existing systems having radiant energy beam means to prevent closing of the elevator doors, resulting in immobilization of the elevator, as long as the beam associated with said beam means is interrupted.

The present invention finds its place in automatic elevator systems operated by the passengers rather than by professional elevator opera-tors. Such systems are commonly equipped with two types of safety devices; a door safety edge actuated by the pressure of a physical obstruction against the edge of the door, and a radiant energy beam means actuated by interruption of the beam. Either or both of said safety devices, when actuated, cause the elevator door to open and immobilize the car until such time as the actuating agency is removed.

Conventional existing radiant energy beam means con sists of a photoelectric cell at one side of the car doorway energized by a beam of light projected from a beam lamp mounted in the opposite side of the car doorway. When the photo-electric circuit is de-energized, a relay acts upon the door control circuit to open the door and immobilize the car. It is desired that such beam relay means act only when a passenger or other cargo obstructs the doorway. Unwanted operation of the beam relay means is introduced, however, when the electric lamp, photo-electric cell or other circuit elements fail. This may occur by a physical jolt on the lamp which misdirects the beam off the cell. Even when fully operative the beam relay means is subject to interruption by undesired agencies such as smoke. In the event of fire, the resulting smoke may interrupt the beam, immobilizing the car at a time when elevator service is urgently required to permit the escape of building occupants and to speed firemen to other floors.

Two conventional methods are commonly employed to dissociate the beam relay means when it is immobilizing the car due to undesirable causes. One is by manual switch. If such switch is located in the car, passengers may be unfamiliar with its operation and building or elevator service personnel may be required to climb a multitude of stairways to reach the car. If the switch is centrally located it is unavailable to passengers. In any event a costly delay may ensue from use of the manual switch to dissociate the beam relay means.

The other conventional means of dissociation automatically dissociates all the door safety devices and forcefully nudges the doors closed. When closed by said means, all door safety devices continue dissociated at successive stops until the beam relay means is manually switched off or the continuous intrrup-tion of the beam is corrected by repairs or removal of the undesired agency.

It is an object of this invention to obviate the above danger and annoyance by improving the door control circuit. This improvement automatically dissociates the beam relay means from the door control circuit on all subsequent stops, without dissociating the door safety edge, when the beam is continuously interrupted.

It is a further object of this invention to automatically dissociate the beam relay means from the door control circuit, without dissociating the door safety edge, when the beam is interrupted by smoke, or when a malfunction occurs in the circuit.

snsarsz Patented Dec. 4, 1962 Once the beam relay means is dissociated, it is another object of this invention to automatically continue said dissociation as long as the beam continues interrupted, permitting continued elevator service with safety door edge operable and not requiring the immediate service of elevator repairmeu.

It is a further object of this invention to provide a visual and/ or audible signal to warn assengers and building service personnel that the beam relay means has been dissociated from the safety control circuit and that repairs to the beam relay means or removal. of the agency continuously interrupting the beam is required.

It is another object of this invention to automatically reassociate the beam relay means with the safety control circuit when the beam is no longer interrupted at the inception of the next door opening cycle.

These and further objects and numerous advantages will become apparent from the following description of a preferred form of the present invention and the annexed drawings wherein:

FIG. 1 is a circuit and schematic diagram illustrating the control system of the present invention, and

PEG. 2 (which is in three parts-2A, and 2C) is a series of timing curves illustrating the sequence of operation of the elements illustrated in FEG. 1.

Referring to PEG. 1, the control system or" the present invention is shown applied particularly to a system of anion-ratio elevator control (not shown). The circuit illustrated in FIG. 1 is comprised of three sub-circuits connected in parallel to a power source either AC. or DC.

sub circuit 1th; is a circuit comprised of a conventional means of automatic elevator door safety control, incorporating pair of existing safety devices, each ordinarily actuated by the presence of an obstruction in the elevator doorway. The first extant safety means comprises a door safety edge actuated by physical contact with an obstructing body or object, and the second existing safety means comprises a beam relay means responsive to a beam of energy spanning the elevator doorway to prevent closing of the elevator door as long as the beam is interrupted.

The two additional sub-circuits are provided, sub-circuit Zilil comprising a timing system; and sub-circuit Silt? comprising the dissociation means or system of the present invention, whereby the control asserted by the beam relay means is dissociated from sub-circuit and a visual or audible signal is given. This is efiected by a control element in the form of a relay contact, electrically lo cated in circuit ilhd, and actuated by the circuit 30%. The circuit constitutes the superseding means by which the objects of this invention are accomplished.

Referring in more detail to FIG. 1, sub-circuit lliitl incorporates a door control relay iii which when energized actuates the conventional door opening (not shown), and when de-energized actuates the conventional door closinv means (not shown). Relay 1 1;- is connected in series with normally open contact 15%, which is closed by an elevator control (not shown) for a time period commencing with approach of the car to its destination, and ending just after the car is fully halted at tr e floor level. Contact is connected in parallel with a pair of series-connected contacts and res. Normally closed contact 14 1 is opened by an elevator brake control (not shown) only when the car is in motion, and normally open contact tea is closed by an elevator control (not shown) only for the time period allotted for passengers to eXit and enter the car. Contact rss is shunt-connected to normally open contact Edit, which is closed when the door safety edge is compressed. Contact is in turn shunt-connected to a pair of series-connected contacts 171 and 137.. Normally open contact 1'71 is closed only aoearea Z: when the beam relay means is interrupted. Normally closed contact 131 is an improvement in elevator control circuitry. The operation and function of contact 151 will become readily apparent from the following description of the present invention.

Sub-circuit 2% constitutes a timed control means and is comprised of timing relay 22d, possessing a time delay means energized through a pair of parallel paths. The first path includes two series-connected contacts 272 and 211, both normally open. Contact 272 is closed only by an interruption of the beam of the beam relay means (not shown), and contact 211 is closed when actuated by door control relay 119 only when the door is open. The second parallel path includes two series-connected contacts 242 and 221. Normally closed contact 24:11 is opened by an elevator brake control (not shown) only when the car is in motion, while normally open contact 2521 is closed instantaneously (without time delay) by timing relay 22%, when said relay is energized.

Sub-circuit 3th} constitutes the entire portion of a superseding means and is comprised of dissociation relay 3% connected in parallel with a visual and/or audible signal means 3%. Both are simultaneously energized by two parallel paths. The first path includes normally open contact 373, closed only by an interruption of the beam of the beam relay means (not shown) and connected in series with a pair or normally open shunt-connected contacts. One or" said contacts, 381, is closed only when the doors are within /s of being closed; the other contact, 322, is closed by timing relay 226} after a time delay (the elapse of a pre-set period) starting with the energizing of said relay The second of these parallel paths includes normally open contact 332, closed only when actuated by the dissociation relay and connected in series with a pair of contacts. Of said pair, contact 312, normally open, is closed only when actuated by the door control relay, and contact 3 13, normally closed, is opened by an elevator brake control (not shown) only when the car is in motion.

Without detailing the function of all components, the manner in which the present invention acts upon the existing circuitry is generally described as follows:

When the beam of the beam relay means is interrupted, contact 1'71 is closed, energizing door control relay 111) which opens the car door by conventional existing door control means. Simultaneously, contacts 272 and are closed, energizing existing timing relay 226.

After a pre-set period of time has elapsed, said relay 22h closes contact 322. The beam continuing interrupted, contact 373 is also closed, energizing dissociation relay 33d. Said relay 23b opens contact 131, deenergizing door control lid, closing the car door. Closing of the car door permits the elevator to return to service despite continued interruption of the beam of the beam relay means.

ii, however, the safety edge is compressed, contact 13%) is closed and door control relay 110 remains energized, opening the car door notwithstanding the elapse of the pre-set time period.

When the elevator is returned to service, with the door closed and car in motion, contacts 211 and 242 are open, tie-energizing timing relay 220. Thus when the car halts, with door open, at subsequent floors, said relay 22% is then so positioned as to repeat the above described cycle should the beam continue to be, or again be, interrupted.

The operation of the system illustrated in PEG. 1 will now be described in detail With reference to the timing diagram illustrated in FIG. 2, composed of PEG-S. 2A, 2B and 2C.

Let is be assumed that the apparatus is to be put into operation under non-emergency conditions wherein the beam of the beam relay means is not interrupted, except during the brief period when passenger traiiic normally passes through the car doorway.

As the moving car approaches its destination an elevator control closes contact 15%. In FIG. 2A this instant in time is represented by the numeral 10. Closing of contact 151 energizes door control relay 1111 at time 11, opening the door. When the door is opened more than "Ma" at time 12, contact 331 is opened. The car door is fully open at time 13, just prior to time 14 when the car halts. When the car door is fully open at time 13, an elevator control closes contact 161 and simultaneously relay closes contacts 211 and 312. When the car halts, at time 14, an elevator control closes contacts 141, 242, and 343. A few seconds after the car is halted, at time 15, an elevator control returns contact to its normally open position. Despite the opening of contact 159 the car door remains open; this because relay 11%- continues to be energized through the parallel path of contacts 160 and 141.

An elevator control establishes the period, time 14 to 21, during which contact 160 will remain closed. Assum ing that no passengers or other means interrupt the beam. of the beam relay means, or contact the door safety edge, the car door will remain open only for the period during which contact 16b is closed. Said open door period is for the purpose of permitting the egress and boarding of passengers, however, and normal passenger trafiic through the door way, time 16 to 20, necessarily interrupts the beam of the beam relay means. Said interruption of the beam closes contacts 171, 272, and 373. Closing of contact 272 energizes timing relay 220 at time 17. Energiz ing of said relay 220 closes contact 221 instantaneously (without time delay) at time 18, and simultaneously at l9 commences the time delay period of said relay 220. If relay 220 remains energized for the full period of time delay it will at the completion thereof close contact 322. However, said time delay period is greater than the period 14 to 21 set by the elevator control for normal passenger traflic through the doorway. Thus, prior to the elapse of the time delay period begun at time 19, the elevator control opens contact 169 at time 21, de-energizing door control relay 110 at time 22. De-energizing said relay 110 closes the door and also opens contacts 211 and 312 at time 23. Closing of the door closes contact 381 at time 24 and also permits the elevator car to return to operation, moving again to its next destination.

The car in motion opens contacts 141, 242 and 343 at time 25. Opening of contact 242 de-energizes timing relay 220 at time 26. On being tie-energized, said relay 22b opens contact 221 at time 27, and simultaneously ter-' minates the time delay period prior to the closing of contact 322, permitting the latter to remain in open position. The circuit has now resumed the condition present at the inception of the cycle. The above cycle will be successively repeated at each floor where the car halts so long as there is not an extended interruption of the beam of the beam relay means or the safety edge is not compressed.

Let it now be assumed that the apparatus is put into operation under conditions wherein the beam of the beam relay means in interrupted during the period of normal passenger trafiic through the dorway, and remains inter rupted thereafter due to any agency which does not compress the door safety edge.

In FIG. 2B the cessation of actual passenger traffic through the doorway is assumed to be at time 40 (corresponding to time 20 in FIG. 2A). Since the beam continues to be interrupted despite the absence of passengers in the doorway, contacts 171, 272 and 373 remain closed (rather than opening as at time 20 in FIG. 2A). When the open door period ends, the elevator control opens contact 160 at time 41 (corresponding to time. 21 in FIGVZA). Despite the opening of contact 160 the door control relay 110 remains energized through the parallel path of contacts 131, 171 and 141. So long as said relay 11% remains energized the car door remains open and the car remains motionless.

Subsequently the time delay period of existing timing relay 220 elapses closing contact 322 at time 42. The closing of contact 322 simultaneously energizes both signal 390 and dissociation relay 330. Said relay 330 closes contact 332 and opens contact 131 at time 44. Opening of contact 131 de-energizes door control relay 110 at time 46, closing the car door and opening contacts 211 and 312 at time 47. The car door closes contacts 381 at time 48 and also permits the elevator car to return to operation, moving again to its next destination. The car in motion opens contacts 141, 242 and 343 at time 49. Opening of contact 242 de-energizes timing relay 220 at time 50. On being de-energized said relay 220 opens contacts 221 and 322 at time 52. However, the disassociation relay 330 remains energized because both contacts 373 and 381 are closed.

The cycle of operation wherein the beam of the beam relay means is interrupted during the period of normal passenger trafiic through the doorway and remains so is thus completed. Since the beam continues interrupted the circuit has not, however, resumed the condition present at the inception of the cycle. This is because, as mentioned above, the disassociation relay 330 remains energized to hold the contact 131 open and, thereby, to disassociate the beam relay means from the circuit. Let it be asumed therefore that the apparatus is put into operation with the beam of the beam relay means continuing interrupted from operations at prior or successive floors. The circuit conditions as the car approaches its destination are represented at time 60 in FIG. 2C (in the same condition as at the conclusion of the cycle in FIG. 2B at time 53).

As the moving car approaches its destination, an elevator control closes contact 150 at time 60. Closing of contact energizes door control relay 110 at time 61, opening the door. When the door is opened more than /8 at time 62, contact 381 is opened. The car door is fully opened at time 63, just prior to time 64 when the the car halts. When the car door is fully open, at time 63, an elevator control closes contact 160, and simultaneously relay Tilt} closes contacts 211 and 3-12. The ontact 3l2 closes at time 63 before the holding contact 3312 opens, so that the disassociation relay 339 is held energized This, as mentioned above, keeps the contact 131 open to disassociate the beam relay means from the circuit. Said contact 211 energizes timing relay 22% at time 66. Energizing of said relay Z closes contact 221 instantaneously (without time delay) at time 68, and simultaneously at 69 commences the time delay period of said relay 22%, which is now ineffective. Therefore, unless the safety edge contact 1% is closed due to compression of the edge of the elevator door, the elevator control opens the contact 16:3 at time 71, de-energizing door control relay lid at time 72. De-energizing said relay 11d closes the door and also opens contacts 211 and 3l2 at time 63. Closing of the door closes contact 331 at time 64 to hold the disassociation relay 33d energized and also permits the elevator car to return to operation, moving again to its next destination.

The car in motion opens contacts Ml, 242 and 343 at time 65. Opening of contact tie-energizes timing relay 220 at time 66. On being ale-energized said relay 132i? opens contact 221 at time 67 and simultaneously terminates the time delay period prior to the closing of contact 322 permitting the latter to remain in open position. However, the disassociation relay 33%? remains energized to disassociate the beam relay means from the circuit. The above cycle will be successively repeated at each hour where the car halts, so long as the extended interruption of the beam of the beam relay means continues.

Although operation of the door safety edge, when actuated by an obstruction in the doorway has not yet been considered, it is to be noted that at any time when the car is not in motion, compression of the door safety edge will close contact 18%, energizing door control relay 110 and opening the door. Thus while the beam relay means is dissociated from the circuit, the door safety edge remains operative.

From the above described operation, it will be seen that the elevator car is permitted to operate despite the continuous interruption of the beam of the beam relay means; but when the beam relay means is in normal op erating condition, the beam relay means of safety protection is not dissociated from the circuit nor is the normal operation of the conventional circuitry disturbed.

While the instant invention has been shown and described herein in what is conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of the invention which is therefore not limited to the details disclosed herein, but is to be accorded the full scope of the claims.

What I claimed is:

1. in an elevator control system for controlling the door of an elevator and which includes circuit means for holding the door of the elevator open for a predetermined time interval when the elevator reaches a floor level, the combination of: a beam-operated first control circuit for holding the door open at the termination of said predetermined time interval upon the interruption of a light beam at the entrance to the elevator; a time-delay second control circuit coupled to said first control circuit for disassociating said first control circuit. from the system after a second predetermined time interval so long as the elevator remains at the floor level; and a further control circuit coupled to said first control circuit for maintaining said first control circuit disassociated from the system upon the continued interruption of said light beam and after the elevator has left the floor level.

2. The system of claim 1 and which includes a disassociation relay means for disassociating said first control circuit from the system, in which said second control circuit includes time-delay relay means having contacts controlled thereby in circuit with said disassociation relay means for controlling the energization of said disassociation relay means at the termination of said second predetermined time interval, and in which said further control circuit includes beam-operated contact means and door-actuated contact means in series circuit with said disassociation relay means for controlling the energization of said disassociation relay means upon the continued interruption of said light beam, said door-actuated contact means being actuated upon the closure of the door of the elevator.

3. The system defined in claim 2 and which includes second door-actuated contact means and holding contact means in series circuit with said disassociation relay means for controlling the energization of said disassociation relay means upon a subsequent opening of the door of the elevator, said second door-actuated contact means eing actuated upon the opening of the door of the elevator and said holding contact means being actuated by said disassociation relay means.

4. The system of claim 1 and which includes a disassociation relay means for disassociating said first control circuit from the system, and in which said second control circuit includes time-delay relay means having contacts controlled thereby in circuit with said disassociation relay means for controlling the energization of said disassociation relay means after said second predetermined time interval.

5. in an elevator control system for controlling the door of an elevator and which includes circuit means for holding the door of the elevator open for a predetermined time interval when the elevator reaches a floor level, the combination of: a beam-operated first control circuit for holding the door of the elevator open at the termination of said predetermined time interval upon the interruption of a light beam at the entrance to the elevator; time-delay relay means having controlled time-delay sesame contact means; first beam-operated contact means connected to said time-delay relay means to control the energization thereof upon the interruption of said light beam; disassociation relay means having controlled disassociation contact means in said first control circuit for disassociating said first control circuit from the system; further beam-operated contact mean connected in series cir cuit with said time-delay contact means for controlling the energization of said disassociation relay means; and door-actuated contact means controlled by the closure of the door of the elevator connected in shunt with said time-delay contact means.

6. The system of claim 5 and which includes third door-actuated contact means connected in series circuit with said first beam-operated contact means, said third door-actuated contact means being actuated by the opening of the door of the elevator.

7. The system of claim 6 and which includes a circuit in shunt with said third door-actuated contact means and first beam-operated contact means, said shunt circuit including contact means actuated when the elevator is in motion and holding contact means in series circuit there-- with, said last-named holding contact means being actuated instantaneously upon the energization of said delay relay means.

8. The system of claim 5 and which includes second door-actuated contact means holding contact means connected in series circuit with said disassociation relay means, said second door-actuated contact means being actuated upon the opening of the door of the elevator and said holding contact means being actuated by said disassociation relay.

9. The system of claim 5 and which includes further contact means in shunt with said first door-actuated contact means and being actuated when the elevator is in motion.

Reterenccs Cited in the file of this patent UNITED STATES PATENTS

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