US3580360A - Elevator systems - Google Patents

Abstract

A bank of elevator cars has a dispatching floor. At a landing the doors of an elevator car are held open for a time such as 5 seconds. However, if a person passes through the doorway, the remainder of the time is replaced by a short delay such as onehalf second before the doors are reclosed. The time may be reduced to a still lower value by operation of a switch. If a car is at the dispatching floor it is prevented from starting during a dispatching interval.

Description

United States Patent Inventor Phillip C. Keiper Shrewsbury, NJ. 07701 Appl. No. 691,913 Filed Dec. 19, 1967 Patented May 25, 1971 Continuation of application Ser. No. 406,706, Jan. 28, 1954, now abandoned.

ELEVATOR SYSTEMS 17 Claims, 8 Drawing Figs. US. Cl 187/29 Int. Cl B66b 13/02 Field of Search 187/29 V we LAZ [56] References Cited UNITED STATES PATENTS 2,492,010 12/1949 Santini 187/29 Re25,665 10/1964 Nikazy 187/29 Primary Examiner-Cris L. Rader Assistant Examiner-W. E. Duncanson, Jr.

ABSTRACT: A bank of elevator cars has a dispatching floor. At a landing the doors of an elevator car are held open for a time such as 5 seconds. However, if a person passes through the doorway, the remainder of the time is replaced by a short delay such as one-half second before the doors are reclosed. The time may be reduced to a still lower value by operation of a switch. If a car is at the dispatching floor it is prevented from starting during a dispatching interval BUS 6W2 BX B37 545-4 6B$RTI I 57011 55 BM I 0 0 M2 B 1 BSRI 3451 an" 84 BDC 540'2 I 5 2 845-3 EDD 53 BPRZ-l t 6 BSR BSRZ BSRT I asna B300 7 851 I sung;

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WITNESSES:

INVENTOR AT RNEY ELEVATOR SYSTEMS This is a continuation of my patent application Ser. No. 406,706, filed Jan. 28, 1954, now abandoned.

This invention relates to elevator systems and it has particular relation to elevator systems which are designed for operation without car attendants.

Although aspects of the invention may be employed in elevator systems having car attendants, the invention is particularly desirable for elevator systems of the automatic type which do not have car attendants. For this reason, the invention will be discussed with particular reference to such operatorless systems.

When an elevator car in an operatorless system stops at a landing, such as a floor of a building or structure, it is the. practice to hold the elevator car at the floor for a substantial time in order to permit loading and unloading of the elevator car. This time is referred to as a noninterference time. In the prior In accordance with the invention, the noninterference time I is varied in accordance with the requirements for each of the floors at which a stop is made. To this end, the elevator system is designed to hold an elevator car at a floor at which the elevator. stops for a noninterference substantial time, such as 5 seconds. However, if load, such as a passenger, moves into or out of the car before the noninterference time expires, the noninterference time is reset to a smaller value for each passage of a load or person into or out of the elevator car. The small time should be sufficient to permit a second person directly following a person entering the elevator car to also enter the elevator. car. For example, the reduced noninterference time may be of the order of one-half second.

When'the elevator car stops at a floor, the entire noninterference time of, say, 5 seconds is available to permit the first load or person to enter or leave the elevator car; Consequently, ample time is given for movement of a slow person,

. such as an infirm person, or for movement of inanimate load into or out of the elevator car.

After movement into or out of the elevator car starts, successive loads or passengers ordinarily follow the first load or passenger rapidly. Each load or passenger resets the noninterference time for an additional small time of the order of onehalf second. Consequently, waste time is substantially eliminated and the efficiency of the elevator system is materially improved.

At terminal floors, it may be desirable to control the departure of elevator cars by a suitable dispatcher for the purpose of maintaining adequate spacing of the elevator cars. In such a case, the variable noninterference time is still desirable for the intermediate floors or landings served by each elevator car.

In a preferred embodiment of the invention, an elevator car is provided with a passage through which load, such as a passenger, may enter and leave the elevator car. The passage may be exposed or closed by a door which is automatically opened as the elevator car reaches a predetermined load transfer position which ordinarily is a landing or floor of a building. Upon expiration of the noninterference time, the door may be closed for the purpose of permitting departure of the elevator car.

In a preferred embodiment of the invention, a signal or energy is transmitted across the passage. A detector is provided which is responsive to a function of the signal or energy. For example, the detector may be responsive to the presence or absence of radiant energy. If a load, such as a passenger, enters the area through which the radiant energy is projected, the detector senses the presence of such load. The detector, in turn, controls mechanism which, in response to the movement of the load through the passage, resets the noninterference time in the manner previously described.

It is, therefore, an object of the invention to provide an improved elevator system having a minimum of lost time at each elevator car stop.

It is a further object of the invention to provide an elevator system wherein an elevator car is held at one of its stops for a 2 substantial noninterference time and wherein the noninterference time is decreased in response to departure of load from an elevator car or entry of load into the elevator car.

It is also an object of the invention to provide an elevator system wherein an elevator car is held at an elevator car stop for a substantial noninterference time and wherein the interference time is reset to a small value of time for each movement of load into or out of the elevator car.

It is an additional object of the invention to provide an elevator system wherein an elevator car is provided with a passage through which load enters and leaves the elevator car and wherein energy is projected across the passage and wherein each temporary change of a function of the energy. traversing said passage resets the noninterference time of the elevator car to a predetermined small value of time.

Other objects of the invention will be apparent from the following description taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic view with parts in elevation and parts broken away of an elevator system which may embody the invention;

FIG. 1A is a view in section showing an elevator car employed in FIG. 1 associatedwith a hoistway;

FIGS. 2, 3 and 4' are schematic views including circuits in straight line form of a control system embodying the invention; and

FIGS. 2A, 3A and 4A are .key representations of electromagnetic relays and switches employed in the circuits of FIGS. 2, 3 and 4'. If FIGS. 2, 3 and 4 are horizontally aligned respectively with FIGS. 2A, 3A and 4A, it will be found that coils and contacts of the switches and relays appearing in the key representations are horizontally aligned with the corresponding coils and contacts shown in these circuits.

Although the invention may be incorporated in an elevator system employing various numbers of elevator cars serving buildings or structures having various numbers of floors, the invention can be described adequately with reference to an elevator system having four elevator cars serving a building having five floors. The elevator cars may be dispatched from any desired floors. The elevator cars will be assumed to be dispatched between the fifth floor.

Because of the complexityof such systems, certain conventions have been adopted. The elevator cars will be identified by. the reference characters A, B, C and D. Since the circuits for the cars are similar, substantially complete circuits are shown for the cars A and B. Components associated with the cars C and D are discussed only as required.

Components associated with the elevator cars B, C and D which correspond to a component of the elevator car A are identified by the same reference character employed for the component of the elevator car A preceded by the letters B, C and D, respectively. For example, the reference characters U, BU, CU and DU designate up switches, respectively, for the elevator cars A, B, C and D. The discussion will be directed primarily to the apparatus and circuits for the elevator car A.

The various relays and switches employed in the circuits may have break or back contacts which are closed when the relay is deenergized and dropped out. The break contacts are open when the relays or switches are energized and picked up.

first floor and the upper terminal or The relays and switches also may have front or make contacts which are opened when the switches and relays are deenergized and dropped out. These contacts are closed when the switches and relays are energized and picked up, In the drawings the various switches and relays are shown in so far as possible in their deenergized and dropped-out conditions.

Each set of the contacts associated with a relay or switch is identified by the reference character associated with the relay or switch followed by a numeral identifying the specific set of contacts. Thus, the reference characters U1, U2 and U3 designate, respectively, the first, second and third sets of contacts of the up switch U.

APPARATUS SPECIFIC TO CAR A V speed'relay U up switch M car-running relay D down switch G- holding relay .E slowdown inductor relay F stopping inductor relay W up-preference' relay X down preference relay 70T timing relay TI car-call stopping relay K floor-call stopping relay 80 main starting relay L car-position relay N loading relay S auxiliary starting relay 40 door relay 4 5 door-control relay DC door-close solenoid v DO door-opensolenoid SR detector relay SRT time delay relay '300 expediter relay APPARATUS COMMON TO ALL CARS 2DR to SDR down floor-call storing relays ZUR to iUR up floor-call storing relays FIG. 1

FIG. 1 illustrates the structural relationships of the elevator cars A,-B'and associated apparatus with reference to the build j ing structure which the elevator cars are intended to serve.

The elevator car A and. a counterweight are secured to opposite ends of a rope or cable 11 which passes over a sheave 13. The sheave 13 is mounted on the shaft 14 of an elevator driving motor 15. The shaft 14 also carries a brake drum 16 with which a brake 17 of the conventional spring-applied electricallytreleased type is associated. The motor is secured to the floor l8of a penthouse located in the structure which the elevator car is intended to serve.

In order to simplify the association of control circuits with the elevator car A, a control device 19 is provided which is operated in accordance with a function of the movement of the elevator car A. In the specific embodiment of FIG. 1, the

, control device takes the form of a floor selector which includes an insulating panel 20 and a brush carriage 21. A screw 22 is mounted 'for rotation relative to the panel 20. This screw conveniently may be coupled through suitable gearing to the shaft 14for rotation in accordance with movement of the elevatorcar A,

The brushca'rriage 21 is in threaded engagement with the screw 22. As the elevator car A moves upwardly, the brush carriage 21 is moved upwardly but at a rate much slower than the rate of movement of the elevator car. Similarly, when the elevator car A moves downwardly, the brush carriage 21 also moves downwardly at a slower rate.

The panel 20 carries a plurality of contact segments which are insulated from each othenThus, the contact segments a2 'to a5 are arranged in a row on the panel 20. As the elevator car proceeds upwardly from the basement, a brush 23 mounted on the carriage2l successively engages the contact 1 segments a2 to a5, as the elevator car approaches respectively the floors 2 to 5 of the structure. it will be understood that the contact segments a2 to 45 are spaced from each other in accordance with the spacings of the floors. As will be pointed out below, these contact segments are employed with circuits 4 controlling the stopping of the elevator car during up travel in response to car calls.

As a further example, the panel 20 has a single contact segment el which is engaged by a brush 24 mounted on the carriage 21 only when the elevator car A is adjacent the first or dispatching floor. As will be pointed out below, this contact segment is employed in controlling the operation of a dispatching device.

it will be understood that a number of rows of contact segments and a number of brushes may be employed in the floor selector. However, the foregoing discussion is believed sufficient to illustrate the mechanical relationships of these contact segments and brushes. 7

Certain apparatus is mounted on or in the elevator car A. Thus, car-call buttons 2c to 4c are provided forregistering car calls for the second, third and fourth floors, respectively.

A slowdown inductor relay E is provided forthe purpose of initiating a slowdown of the-elevator car A as it approaches a floor at which it is to stop. The inductor relay may be of conventional construction and includes two sets of break contacts El and E2. When the coil of the inductor relay E is energized, the contacts remain in the positions illustrated in FIG. 1 until the relay is adjacent an inductor plate located in the hoistway of the elevator car A. For example, when the coil of the inductor relay E is energized and the inductor relay is adjacent the magnetic plate UEP for the second floor, the magnetic circuit is completed, which results in opening of the break contacts El. When open, the contacts remain open until the coil of the inductor relay E is deenergized. The inductor plate UEP is positioned to be reached by the inductor relay E as the elevator car approaches the second floor for the purpose of initiating slowdown of the elevator car. It will be understood that a similar inductor plate is similarly associated with each of the floors at which the elevator car is required to stop during up travel.

If the coil of the inductor relay E is energized during down travel of the elevator car, and if the relay reaches the inductor plate DEP for the second floor, a magnetic .circuit is completed which results in opening of the break contacts E2. When opened, the contacts remain open until the coil is deenergized. The inductor plate DEP is so positioned-that it initiates slowdown of the elevator car A a suitable distance from the second floor. A similar inductor plate would be similarly associated with each of the floors at which the elevator car A is to stop during down travel. v 1

The elevator car A also carries a stopping inductor relay F which issimilar in construction to the inductor relay-E. This relay is employed for initiating a stopping operation of the elevator car A. The stopping inductor relay F cooperates with inductor plates UF P and DFP in a manner which will be clear from the discussion of the cooperation of the slowdown inductor relay with the inductor plates UEP and DEP. If the coil of the relay F is energized and if the elevator car is to stop at the second floor while traveling up, when the inductor relay F reaches the inductor plate UFP a magnetic circuit is completed which results in opening of the break contacts Fl. This initiates a stopping operation of the elevator car. An inductor plate similar to the plate UFP is similarly associated with each of the floors at which the elevatorcar A is to stop during up travel thereof. If the elevator car A during down travel is to stop at the second floor, the coil of the stopping inductor relay F is energized, and when the inductor relay reaches the inductor plate DFP for the second floor, a magnetic circuit is completed which results in opening of the contacts F2. This initiates a stopping operation of the elevator car A. it will be understood that an inductor plate similar to the inductor plate DFP is similarly associated with each of the floors at which the elevator A is to stop during down travel thereof.

The elevator car A also carries a mechanical switch 63 which is positioned to be operated by earns 26 located in the hoistway associated with the elevator car. The mechanical switch 63 normally is closed and is opened by a cam 26 when the elevator car A is adjacent the first or dispatching floor and by a similar cam when the car is at the upper terminal floor. It will be understood that other mechanical switches may be operated in a similar manner by the elevator car A.

An intending passenger on the fourth floor may register a floor call for elevator car service in the up direction by pressing a button of a pushbutton switch 4U. A similar pushbutton switch is located at each of the intermediate floors from which an intending passenger may desire to proceed in an up direction.

If the intending passenger at the fourth floor desires to proceed in a down direction, he may press the button of a pushbutton switch 4D located at the fourth floor. A similar pushbutton switch is located at each of the intermediate floors from which an intending passenger may desire to proceed'in a .purpose of closing the passage and is moved in a counterclockwise movement about its passage to open the door by means of a door-open solenoid DO.

When the door is open, a signal or energy is projected 1 across the passage through which passengers enter and leave the elevator car. This signal may be of any type which can be modified by the movement of a passenger through the passage and in which the modification produced by such movement may be detected. For example, the signal may be in the form of infrared radiant energy or ultraviolet radiant energy. As a further example, supersonic energy may be projected across the passage. However, it will be assumed that the energy is in the form of visible light which is produced by -a lamp LAl mounted on the edge of the door which is the leading edge during a closing movement of the door. The light is in the form of a beam which is focused in any suitable manner on a suitable detector such as a photocell. PCI. The output of the photocell may be amplified by means of an amplifier AMI which issupplied with electrical energy from a suitable source and the output of the amplifier is applied to a relay PR1. The relay PR1 may be designed to be picked up as long as the photocell PCl receives the beam of radiant energy. Detectors of this type are well known in the art. Examples of such detectors may be found in the Kinnard et al. U.S. Pat. No. 1,822,152 and in the Ellis, .lr. U.S. Pat. No. 1,947,079.

Although a single beam may suffice, in some cases it is generally desirable to employ a plurality of beams. Such beams may be produced by interposing suitable reflectors between the lamp LA] and the photocell PCI to reflect a beam across the passage several times before it reaches the photocell. However, for present purposes, it will be assumed that separate lamps and photocells are employed for each of the beams. Thus, in FIG. IA, a second lamp LA2 is provided for projecting energy towards a photocell PC2 which is associated with an amplifier AM2 and a relay PR2.

In the embodiment thus far'described, the lamp LAl is mounted on one .edge of the door DP. If desired, a lamp and a photocell may be placed in any positions wherein the beam between the lamp and photocell is interrupted by the entry of load into the elevator car or the departure of load from the elevator car. For example, in FIG. 1A, a hoistway door DPH is provided which is coupled to the door DlP for movement therewith when the elevator car is stopped at a floor. It will be understood that a separate hoistway door DPI-I is provided for each of the floors served by the elevator car. The coupling of the two doors may be efi'ected in a conventional manner as by a vane DPV which is secured to the door DP for reception in the slot of a slotted block DPB which is mounted on the hoistway door DPH.

The hoistway door DPH is moved to close and expose a hoistway passage through which load enters and leaves the elevator. car. As shown in FIG. 1A, the lamp LA2 is mounted .ventional type. As well known in the art, when such an edge reaches an obstruction, it operates a switch to stop or reopen the door. In the embodiment of the invention now being discussed, it will be assumed that such an edge is not employed.

FIG. 2

FIG. 2 shows circuits for the driving motor, the brake, the speed relay V, the up switch U, the down switch D, the carrunning relay M, the holding relay G, the slowdown inductor relay E, the stopping inductor relay F, the up-preference relay W, the down-preference'relay X, the timing relay 70T, the door relay 40, the door-control relay 45, the door-close relay DC, the door-open relay DO, the detector relay SR, the timedelay relay SRT and the expediter relay 300. Energy for the various circuits is derived from direct-current buses L+ and L.

Although various motor control circuits may be employed, it-will be assumed that a control circuit of the variable voltage type is employed. By inspection of FIG. 2, it will be noted that the armature 15A of the driving motor 15 and the armature 29A of a direct-current generator 29, together with a series field winding 298 for the generator, are connected in a series or loop circuit. The field winding 15B for the driving motor 15 is connected directly across the buses L+ and L-. I

The magnitude and direction of energization of the driving motor 15 are controlled by the direction and magnitude of the energization of a separately excited field winding 29C provided for the generator 29. It will be understood that the armature 29A of the generator is rotated at a substantially constant rate by a suitable motor (not shown).

When the elevator car A is conditioned for up travel, the generator field winding 29C is connected across the buses L+, L- through make contacts U2 and U3 of the up switch. When the elevator car A is conditioned for down travel, the generator field winding 29C'is connected across the buses through the make contacts D2 and D3 of the down switch. The energizing circuit for the field winding may include a resistor R1 which is shunted by make contacts V] of the speed relay V. By inspection of FIG. 2, it will be observed that the contacts U2, U3, D2 and D3 constitute in effect a reversing switch for controlling the direction of energization of the field winding. The resistors R1 and the contacts V1 are provided for controlling the magnitude of energization of the field winding.

The speed relay V may be energized through either of two circuits. One of the circuits includes make contacts U4 of the up switch U, a limit switch 30 which is normally closed and which is opened as the elevator car A nears the upper limit of its travel and the break contacts E1 of the slowdown inductor relay E. The other circuit is completed through make contacts D4 of the down switch D, mechanical limit switch 31 which is normally closed and which is opened as the elevator car nears the lower limit of its travel in the down direction, and break contacts E2 of the slowdown inductor relay.

As previously pointed out, the brake l7 normally is springbiased into engagement with the brake drum l6 and is released by energization of a brake coil 178. The coilmay be energized either through make contacts U] of the up switch U or through make contacts D1 of the down switch D.

In order to energize the car-running relay M, certain safety devices 33 must be .in their safe conditions. Such safety devices may include switches which are open when the doors of the elevator car and the associated hoistway doors are open, and which are closed when the doors are closed to control the door. relay. 40. Such safety devices are well known in mean. The car-running relay M may be energized through either of two circuits. One of thecircuits includes the make contacts80-1of the starting relay 80, make contacts W1 of the up-preference relay W, break contacts F1 of the stoppinginductor relay, normally closed contacts of a mechanical limit switch 34 which are opened when the car nears the upper limit ot its travel, and the coil of the up switch U. When energized, If the up switchU .closes its make contacts US to complete a holding circuit around the contacts 80-1 and WI.

The second circuit-for energizing the car-running relay M includes the contacts-804 of the starting relay, make contacts X1 of the down-preference relay X, break contacts F2 of the inductor stopping relay, normally'closed contacts, of a of the car-call stopping relay,'and K1 of the floor-call stopping relay must be energized. A holding circuit around thesecontacts is established upon closure of the make contacts G1.

' Energization of the inductor stopping relay F further requires closure of the break contacts V2 of the speed relay.

- The up-preference relay W is energized only if the elevator car is not operating in the down direction (break contacts D6 are closed); the elevator car is not conditioned for down travel a (break contacts X2 are closed); and normally closed contacts j of a mechanical limit switch 36 are closed. The mechanical The detector relay SR is controlled by the make contacts PRl-l and PR2-1. These contacts are closed respectively as long as the photocells PCI and PC2 (FIG. 1) are illuminated by their respective radiant energy beams, I

. Break contacts SR2 and SR3 of the relay SR respectively control the energization of the time delay relay SRT and the expediter relay 300. The time delay relay SRT may have a time delay in dropout of the order of one-half second.

The expediter relay 300 also may be energized by closure of contacts 51. These contacts may be arranged to close whenever a car call is registered in the elevator car A for the purpose of expediting departure of the elevator car from a floor at which it is stopped. For present purposes it will be assumed limit switch 36 is opened as the elevator car reaches its upper limit of travel.

Energization of the down-preference relay X requires closure of the. break contacts U6 of the upswitch, closure of the break contacts W2 of the up-preference relay, and closure of the'normally closed contacts of a mechanical limit switch 37.

The mechanical limit switch 37 is open when the elevator car A isadjacent the first or dispatching floor.

The doors for the elevator car A are controlled by a doorcontrol relay 45. For this relay to be initially energized, the break contacts N1 and TN 1 must be closed to indicate that the v elevator car is notbeing loaded at a terminal floor. In addition,

the break contacts 70T1 must be closed to indicate that the noninterference time has expired. The make contacts SR1 must be closed to indicate that no object is positioned in the closing path of the door. Finally, the break contacts SRT1 must be closed to indicate that an auxiliary or shortened noninterference time has expired. When the relay 45 picks up, it closes make contacts 45-1 to partially complete a holding circuit for the relay.

The door-control relay 45 controls the energization of the door-close solenoid DC and the door-open solenoid DO. If the contacts 45-2 of the door-control relay are closed, and'the break contacts 40-2 are closed, the solenoid DC is energized. The contacts .40-2 are closed when the door of the elevator 1 car A or an associated hoistway door is away from its closed condition. I

If the door-control relay is dropped out, the make contacts 45-3 are closed to complete with the'switch 38 an energizing circuit for the door-open solenoid DO. The switch 38 is a limit switch which is normally closed and which is opened as the door reaches its fully open position.

The timing relay 70T is connected for energization by make j contacts MS of the car-running relay. The energizing circuit is completed through break contacts 300-1 of an expediter that the contacts 51 represent a pushbutton which is located in the elevator car A and which is operated to expedite departure of the elevator car from a floor.

Although thelamps LAl and LA2 of FIG. I may be continuously illuminated, they are illustrated in FIG. 2 as illu- FIG. 3

FIG. 3 illustratescircuits for energizing the car-call stopping relay TT, thefloor-call stopping relay K and the main starting relay 80. I

The car-call pushbuttons 2c to 4c normally are biased into their open positions. Each of the pushbuttons is provided with a holding coil 2m to 4cc, which is effective for holding the associated pushbutton in its operated condition following a manual operation of such pushbutton. To this end, the pushbuttons may be made of magnetic material. Such construction of the pushbuttons is well known in the art. I I

Each of the pushbuttons 2c to 41: controls the connection of contact segments to the bus L+. Thus, when operated, the pushbutton 20 connects the contact segment hl to the bus L+.

When operated, the pushbutton 2c connectsthe contact segments a2 and k2 to the bus L: The pushbuttons 3c and 4c similarly connect contact segments for the third and fourth floors to the bus L+. Inasmuch as the elevator car is assumed to stop at the fifth floor or upper terminal floor at all times during up travel, the contact segment 05 is permanently connected to the bus L+. Similarly, during down travel, the elevator car Aalways stops when it reaches the first floor, andthe contact segment hl for the first floor is permanently connected to-the bus L+.

It will be understood that the contact segments a2 to a5 are arranged in a row on the floor selector 19 of FIG. 1 and are successively engaged by a brush 23 as the elevator car moves from its lower limit to its upper limit of travel. In a similar manner, the contact segments M to hl are arranged in-a row in the order of the floors for successive engagement by a brush 40 as the elevator car moves from the upper terminal to its lower limit of travel.

During up travel of the elevator car A, the car-call stopping relay TI is connected between the brush 23 and the bus L- through make contacts W3 of the up-preference relay and make contacts M3 of the car-running relay. Consequently,-

when the brush 23 reaches one of the contact segments a2 to a5 which is connected to the bus L+, the car-call stopping relay 'IT is connected for energization across the buses L+ and L- for the purpose of stopping the elevator car at the next floor reached by the car. As the elevator car stops, the brush 23 preferably passes slightly beyond the associated contact segment.

When the elevator car A is conditioned for down travel, the car-call stopping relay TI is connected between the brush 40 and the bus L through the make contacts X3 of the downpreference relay and the make contacts M3 of the car-running relay. Consequently, when the brush 40 reaches one of the contact segments M to hl which is connected to the bus L+, the car-call stopping relay TT is energized to initiate a stopping operation of the elevator car at the next floor minated through break contacts M6 of the car-running relay 7 reached by the car. As the elevator car stops, the brush 40 preferably passes slightly beyond the associated contact segment.

The coils 2a to 40c are connected in series for energization either through make contacts W4 of the up-preference relay or make contacts X4 of the down-preference relay. When the elevator car reverses its direction of travel, the make contacts W4 and X4 both are momentarily opened to deenergize the associated holding coils for the purpose of resetting the carcall pushbuttons.

When the down floor-call pushbutton 2D is operated, the down floor-call storing relay 2DR is connected therethrough across the buses L+ and L- for energization. Upon energization, the relay closes its make contacts 2DR1 to establish a holding circuit around the pushbutton. The contact segment f2 now is connected (and corresponding contact segments for the remaining elevator cars are connected) through the con- Such energization of the cancelling coil results in resetting of the storing relay which has its main coil acting in opposition to the cancelling coil. The up floor-call pushbuttons SU and 4U similarly control the associated storing relays and contact segments. It will be understood that the contact segments 02, c3 and c4, and contact segments b2, b3 and b4 are arranged in rows on the floor selector for engagement successively by the brushes 61 and 60, as the elevator car A proceeds upwardly.

The starting relay 80 can be energized only if the timing relay 70T is deenergized and dropped out to close its break tacts 2DR1 to the bus L+. The contact segments f4 and f3 down floor-call pushbuttons 4D and 3D. The contact segments f4, f3 and 12 for the fourth, third, and second floors are positioned in a row on the floor selector 19 of HG. l for successive engagement by a brush 58 as the elevator car A moves from the upper terminal in a down direction.

The floor call stopping relay K is connected between the bus L+ and the brush 58 through make contacts X5 of the down-preference relay. Consequently, if the elevator car A approaches the second floor during a down trip while a down floor call is registered for such floor, the engagement of the contact segment f2 by the brush 58 completes an energizing circuit for the floor-call stopping relay K.

Each of the down floor-call storing relays 4DR-, 3DR and 2DR has an operating coil and a cancelling coil, respectively,

4DRN, 3DRN and 2DRN which is energized in opposition to the energization of the operating coil. The cancelling coil 2DRN is connected between a contact segment g2 (andsimilar contact segments Bg2 etc. for the other elevator cars) and the bus L+ through the make contacts 2DR1. As the elevator car A reaches the second floor, the following energizing circuit for the cancelling coil is established:

Li, 2DR1, 2DRN, g2, 59, X6, M4, L-

Energization of the coil ZDRN opposes energization of the relay by the operating coil and resets the relay. 1t will be un' derstood that the contact segments g4, g3 and 32 are arranged in a row for successive engagement by the brush 59 as the elevator car proceeds downwardly from the upper terminal floor to control the energization of the cancelling coils 4DRN, 3DRN andZDRN.

The down floor-call storing relays all cooperate with the brushes 58 and 59 in substantially the same manner to control the energization of the floor-call stopping relay during down travel of the elevator car.

When the up floor-call pushbutton 2U is operated, the up floor-call storing relay 2UR is connected for energization therethrough across the buses L+ and L-. Upon operation, the relay closes its make contacts 2URl to establish a holding circuit around the pushbutton 2U. As a result, a contact seg-, ment b2 is connected (and contact segments Bb2 etc. for the other elevator cars are connected) to the bus L+ through such make contacts.

As the elevator car during up travel approaches the second floor, the brush 60 engages the contact segment b2 to establish the following energizing circuit for. the floor-call stopping relay: I

L+, 2UR1, b2, 60, W5, K, L-

This conditions the elevator to stop at the second floor. As the elevator car stops at the second floor, a brush 61 engages the contact segment c2 to establish the following circuit for the cancelling coil of the storingrelayZUR:

contacts T2 when the elevator car is positioned at the lower dispatching floor. The energizing circuit for the starting relay normally is completed through the make contacts S1 of an auxiliary starting relay. At the upper terminal or dispatching floor, make contacts TSl may operate in a manner similar to the operation of the contacts S1 for the lower dispatching floor to start the elevator car from the upper terminal floor. Between the dispatching floors, the make contacts S1 are shunted by the contacts of a mechanical switch 63. This switch is cam operated to open when the elevator car is adjacent the upper terminal or dispatching floor and the lower dispatching floor. For all other positions of the elevator car A, the switch 63 is closed.

lf dispatchers at the terminal floors are not required, a switch 63A may be manually closed to shuntthe switch 63.

' FIG. 4

In- FIG. 4, a dispatching device is illustrated which normally controls the lower terminal dispatching of the elevator cars employed in the system.

The selection and timing mechanism include as one component a motor 71 which operates substantially atconstant speed. This motor may be of any suitable type, but for present purposes it will be assumed that the motor is a squirrel-cage altemating-current motor which is energized from a suitable source of alternating current. The motor 71 is connected through a spring-releasedelectromagnetically applied clutch 72 to a cam 73 having a protuberance for successively operating mechanical switches Y, BY, CY and DY which are associated with the respective elevator cars. The electromagnetic clutch can be energized only if one or more elevator cars are located at the dispatching floor which is assumed to 'be'the first floor (one or more of the contacts L1, BLl, CLl, DL-l are closed), and if no elevator car has been selected as the next car to leave the dispatching floor (break contacts N2, BN2, CN2 and DN2 all'are closed).

The motor 71' also may be coupled through a springreleased electromagnetically applied clutch 74 to a cam 75 which is biased towards a predetermined position by aspring 76. The cam 75, when coupled to the motor 71, is rotated against the bias of the spring to close normally open contacts 77 a'predetermined time after the cam 75 is coupled to the motor 71. The clutch 74 can be electrically energized only if no elevator caris being started (break contacts S2, BS2, CS2 and DS2 are closed), and if the break contacts 181 of the holding relay 15 are closed. The holding relay 18 is energized upon closure of the contacts 77 to close its make contacts 1S2 for the purpose of establishing a holding circuit around the contacts 77.

The'presence of an elevator car at the dispatchingfloor is determined by the energization of a car-position relay'for 'each of the elevator cars. Thus, a car-position relay L for the-elevator car A is energized when the brush 24 engages the contact segment e1.

The brush 24 is operated by the floor selector for the elevator car A to engage-the contact segment e1 when the-elevator car is at the dispatchingfloor.

1f the elevatorcar Ais at the dispatchingfloor (make contacts L2 are closed), if it has been selected as the next car'to' leave the dispatching floor (switch Y is closed), and if it is not "being started (break contacts S3 are closed), the loading relay N for the elevator car A is energized. The loading relay may be employed in a conventional 'way to permit loading of the elevator car A. For example, the loading relay when energized I may operate a loading signal, such as a lamp, which indicates that passengers may enter the elevator car. Conveniently, the loading relay N when energized opens the normally closed L+, L2, 5,143, 153, L

The relay S when energized closes its make contacts S4 to establish a holding circuit around the contacts N3 and 183,

and starts the elevator car A from the dispatching floor.

OPERATION I cars are at the first floor, the switch 63 also is open. The timing relay 70T is assumed to have timed out. The relays SR, 45 and 40 are picked up and the elevator car doors are closed.

The motor 71 (FIG. 4) is energized to rotate at a substantially constant rate.

Inasmuch 'as the elevator cars are assumed to be at the dispatching floor, the car-position relays L etc. are energized. As a result of itsenergization, the car-position relay L closesits make contacts L2 to prepare certain circuits for subsequent energization. In addition, the make contacts L1 close to complete the following circuit for the clutch 72.

L+, L1, 72, 2, BN2, CN2, DN2, 1.-

The clutch now couples the motor 71 to the cam 73 for the 'purpose of successively closing and opening the associated mechanical switches. It will be assumed that the first switch reached by the cam is the switch Y for the elevator car A. Closure of this switch completes the following energizing circuit for the loading relay of the elevator car A:

The loading relay N uponenergization initiates opening of normally closed doors of the elevator car A to permit intending passengers on the dispatching floor to enter the elevator car. Such opening is effected by opening of contacts N1 (FIG;

2) to deenergize the door-control relay 45. This relay opens its contacts 45-1 and45-2 without immediate effect on system operation. However, closure of contacts 45-3 energizes the solenoid D0 to open the doors. In opening, the door opens its set of contacts 33 to deenergize the door relay 40 which opens its contacts 40-1 and closes its contacts 40-2 without immediate effect on system operation. When it reaches open position,-the door opens limit switch'38 to deenergize the solenoid DO. Opening of the break contacts N2 (FIG. 4) deenergizes the clutch 72. Consequently, the cam 73 is uncoupled from the motor 71. Finally, the make contacts N3 close to prepare the starting relay S for subsequent energization.

When the system was placed in operation, the clutch 74 was energized through the circuit: 1

I 1. L+, ISI, 74, S2, BS2, CS2, DS2, L-.

As a result of its coupling to the motor 711, the cam 75 rotates against the bias of its spring 76 until at the expiration of the time interval allowed for loading elevator cars the contacts 77 close. Closure of these contacts completes the following circuit-z L+, 1s, 77, s2, Bsz, cs2, 052, L.

The energized relay 1S closes its make contacts 182 to establish a holding circuit around the contacts 77. The break contacts 181 open to deenergize the clutch 74, and the spring 76 now rotates the cam to its starting position. Also, the make contacts 153 close to energize the auxiliary starting relay S through the following circuit:

L+, L2, S, N3, 1S3, L--.

Energization of the auxiliary starting relay S closes the make contacts S4 to establisha holding circuit around the contacts N3 and 153. Break contacts S3 open to deenergize the loading relay N. Break contacts S2 open, and this opening causes relay 18 to drop out. This has no immediate effect on the system operation.

The loading relay when deenergized opens its make contacts N3 without immediate effect on the operation of the system. In addition, break contacts N2 close to prepare the clutch 72 for subsequent energization.

The deenergization of the loading relay further closes break contacts N1 (FIG. 2) to complete with the contacts SRTl, SR1 and 70T1 an energizing circuit for the door-control relay 45. The latter relay closes its make contacts 45-1 and opens its break contacts 45-3 without immediate effect on system operation. However, closure of make contacts 45-2 completes with the contacts 40-2 an energizing circuit for the door-close solenoid DC, and the door now starts to close. If a passenger is in the closing path of the door, he interrupts one of the beams of radiant energy and one of the sets of contacts PRl-l or PR2-2 opens to deenergize the detector relay SR. This relay then opens its make contacts SR1 to deenergize the door-control relay 45. The latter opens its contacts 45-2 to deenergize the door-close relay and closes its contacts 45-3 to energize the door-open relay for the purpose of reopening a partly closed door.

In some cases, it is desirable to prevent a reopening of the door by the relay SR. In such a case, the manually operated switch 90 may be closed to connect make contacts 45-4 of the door-control relay around the contacts SR1 and SRTl. When the door-control relay picks up, the resulting closure of its contacts 45-4 assures door closure despite subsequent drop out of the relay SR. For the following discussion, the switch 90 is considered to be open.

It will be assumed however that no person is in the closing path and that the door closes. Upon closing, the door closes its switch 33 to complete an energizing circuit for the door relay 40 which closes its make contacts 40-1 and opens its break contacts 40-2 to deenergize the door-close solenoid DC.

Turning now to FIG. 3, it will be noted that closure of the .make contacts S1 results from energization of the auxiliary 80-] of the starting relay completes the following circuit forv the up switch and the car-running relay:

L+, 80-1, W1, F1, 34, U, M, 40-1, L.

The energized up switch U closes its make contact U1 to release the brake I7, and contacts U2 and U3 close to energize the generator fieldwinding 29C with proper polarity for up travel of the elevator car. Make contacts U4 close to complete through the limit switch 30 and the contacts E1 an energizing circuit for the speed relay V. The speed'relay closes its make contact V1 to shunt the resistor R1 and condition the elevator car A for full speed operation in the up direction. Also, the speed relay opens its break contacts V2 to prevent energization therethrough of the stopping inductor relay F.

Returning to the up switch U, it will be noted that closure of the make contacts U establishes a holding circuit around the contacts 80-1 and W1. Opening of the break contacts U6 prevents energization therethrough of the down-preference relay. The elevator car A now is in condition for full speed operation in the up direction and departs from the dispatching floor.

It will be recalled that the car-running relay M was energized with the up switch U. The car-running relay closed its make contacts M1, M3 and M4 (FIG. 3) without immediate effect on the operation of the system. However, closure of the make contacts M2 (FIG. 2) completes with the contacts 45-1 and N1 a holding circuit for the door-control relay 45. Opening of break contacts MC deenergizes the lamps LAl and LA2. Closure of the make contacts 'M5 energizes the timing relay 70T. This relay opens its break contacts 70T2 (FIG. 3) which causes the starting relay 80 to become deenergized. Opening of break contacts 70Tl (FIG. 2)-does not immediately affect system operation.

It will be assumed now that the passenger in the elevator car operates the car-call pushbutton 30 (FIG. 2) to register a car call for the third floor. Such operation connects the contact segments a3 and k3 to the bus L+. As the elevator car nears the third floor, the brush 23 engages the contact segment a3 to complete the following circuit for the car-call stopping relay TI":

L+, 3c, 03, 23, W3, TI, M3, L

- The car-call stopping relay now closes its make contacts 'Ill (FIG. 2) to energize the holding relay G and the slowdown inductor relay E through the closed contacts M1. Energization of the holding relay G completes through the make contacts G1 a holding circuit around the contacts TTL 5 When the elevator car A in its upward travel reaches the inductor plate UEP (FIG. 1) for the third floor, the break contacts El are opened to deenergize the speed relay V (FIG. 2). The speed relay opens its break contacts V1 to introduce the resistor R1 in series with the generator field winding 29C. The

resultant reduction-in field current slows the elevator car to a landing speed. In addition, the speed relay V closes its break contacts V2 to complete through the contacts G1 and M1 and energizing circuit for the stopping inductor relay F.

' Shortly before the elevator car A in its continued upward movement at the landing speed reaches the third floor, the inductor plate UP? for the third floor is adjacent the stopping inductor relay and completes a magnetic circuit which results in opening of the contacts F1. Opening .of the contacts F1 (FIG. 2) deenergizes the up switch U and the car-running relay M. v

The up switch U opens its make contacts UI to deenergize the brake l7, and the brake is promptly forced against the brake drum 16 by its associated spring. Contacts U2 and U3 open to .deenergize the generator field winding 29C. Consequently, the elevator car A stops accurately at the third floor. Opening of the make contacts U4 and U5 and closure of the break contacts U6 have no immediate effect on the operation of the system. As the elevator car comes to a stop the brush 23 may pass the contact segment for a slight distance to deenergize the relay "IT.

The previously mentioned deenergization of the carrunning relay resulted in opening of the make contacts M1 to deenergize the inductor relays E and F and the holding relay G. The holding relay G opened its make contacts G1 without immediately affecting the operation of the system.

The car-running relay also opened its make contacts M5 to start a timing-out operation of the timing relay 70T. This relay has a time delay in drop out sufficient to permit discharge of passengers or entry of passengers into the elevator car A. For example, a time delay of 5 seconds may be employed. Opening of the make contacts M3 and closure of the break contacts M4 have no immediate effect on the operation of the system. Closure of contacts M6 illuminates the lamps LAI and LA2, and these illuminate their associated photocells to close contacts PR1-1 and PR2-I which pick up relay SR. The pick up of relay SR and the resulting drop out of relays SRT and 300 have no immediate effect on the operation.

Opening of make contacts M2 deenergizes the door control relay 45 and this relay opens its make contacts 45-1 and 45-2 without immediate effect on system operation. However, closure of break contacts 45-3 completes with the switch 38 a circuit for the door-open solenoid DO and the door now opens. In opening, the door opens its switch 33 to deenergize the door relay 40 without immediate effect on system operation. Y

Let it be assumed that instead of a car call, an up floor call was registered for the third floor by operation of the pushbutton 3U (FIG. 3). Such operation energizes the up floor call storing relay 3UR which closes its make contacts 3UR1 to establish a holding circuit around the pushbutton. The contacts 3UR1 also serve to connect the contact segment b3 and corresponding contact segments for the remaining elevator cars of the system to the bus L+.

As the elevator car approaches the third floor, the brush 60 engages the contact segment b3 to'energize the floor-call stopping relay K through the following circuit:

Upon energization, the floor call stopping relay closes its make contacts K1 (FIG. 2') to energize through the contacts M1 the holding relay G'and the slowdown inductor relay E. These relays operate in the same manner previously discussed to stop the elevator car accurately at the third floor.

As the elevator car A slows down to stop at the third floor, the brush 61 engages the-contact segment (:3 to complete the following cancelling circuit:

It will be recalled that the break contacts M4 close as the elevator car stops at the third floor. As a result of its energization, the cancelling coil 3URN resets the up floor-call storing relay for the .third floor.

Referring to FIG. 3, it will be recalled that the mechanical switch 63 is closed only at the dispatching-floor and the upperterminal-floor positions of the elevator car. Since the elevator car is now at the third floor, the switch 63 is closed. Consequently, as soon as the timing relay 70T drops out, the break contacts 70T2 close to complete an energizing circuit for the starting relay 80. This operates in the manner previously discussed to start the elevator car upwardly. In this way, the elevator car A continues to the upper terminal floor, answering all registered car calls and all registered up floor calls during its upward trip.

, As previously pointed out, the drop out of the timing relay 70T provides a noninterference time which may be of the order of 5 seconds. If a passenger leaves the elevator car at the third floor promptly, say, in 1 second, it follows that a substantial and unnecessary delay in the departure of the elevator car would be imposed if the relay 70T is allowed to complete its normal timing interval before the car departs from the third floor.

In the present case, the departure of the elevator car is expedited. By reference to FIG. 1, it will be noted that as'the passenger leaves the elevator car at the third floor, he temporarily interrupts the beams of radiant energy directed towards the photocells PC1 and PC2. Such temporary interruption temporarily interrupts and drops out the relays PR1 and PR2.

Referring to FIG. 1 and FIG. 2, it will be noted that the drop out of the relays PR1 and PR2 opens make contacts PRl-l and PR2-1 to deene rgize the detector relay SR. The detector relay opens its make contacts SR1 to prevent energization of the door-control relay 45 as long as the passenger stands in the closing path of the door. In addition, break contacts SR2 andclose to energize the time relay SRT and the expediter i'elay 300. Energization of the time delay relay SRT results in Yff'opening of the break contacts SRTl without immediately affecting the operation of the system. The expediter relay 300 opens its break contacts to instantly drop out the timing relay 70T. Since the timing relay is now dropped out, it closes its break contacts 70Tl. However, since the contacts SR1 and SRTl are open,.-the door-control relay 45 cannot be energized. In addition, break contacts 70T2 (FIG. 3) close to complete with the switch 63 an energizing circuit for the main starting relay 80. The main starting relay 80 closes its make contacts 80-1 (FIG. 2) without immediate effect on the operation of the system.

I It will be assumed that the passenger passes promptly through the doorway and that the beams of radiant energy are promptly reapplied to their associated photocells. As a result of such reapplication, the make contacts PRl-l and PR2-l reclose to energize the detector relay SR. This relay opens its break contacts SR3 to deenergize the e-xpediter relay 300, but

break contacts SRTl and complete the energizing circuit for the door-control relay 45. This relay thereupon operates in the manner previously described to initiate a door-closing operation of the door of the elevator car A and the starting of the I elevator car A from the third floor. It should be noted that this "energy beamsagain would be interrupted to deenergize the detector relay SR. This relay would reclose its break contacts SR2 to reenergize the time delay relay SRT. Since the relay SRT has not yet dropped out, the reenergization or setting thereof occurs before'the elevator car door starts to close and As the elevator car reaches the fifth floor, the limit switch 36 (FIG. 2) opens to deenergize the up-preference relay W. This relay opens its make contacts WI; W3, W5, W6, without immediately affecting the operation of the system. However,

opening of the make contacts W4 deenergizes the holding coils for the car-call pushbuttons, and these are reset. In addition, closing of the break contacts W2 completes the following energizing circuit for the down-preference relay:

L+, U6, W2, X, 37, 38, L

The down-preference relay X closes its make contacts X1, X3, X4, X5 and X6 and opensits break contacts X2 to condition the elevator car for down travel.

It will be assumed next that the dispatching device for the upper terminal floor closes its contacts TSl (FIG. 3) and that the timing relay has closed its break contacts 70Tl to complete an energizing circuit for the starting relay 80. The

loading relay of the'dispatching device for the upper-terminal floor operates the contacts TNl to control the door-control relay 45 in the same manner by which contacts N1 control the door-control relay at the lower terminal floor. The closing of the doors coupled with the closing of the make contacts 80-1 completes the following circuit for the down switch D and the car-running relay M:

L+, 80-1, x1, F2, 35, D, M, 40-1, L.

The car-running relay M operates in the manner previously described to prepare certain circuits for subsequent operation.

Upon energization, the down switch D closes its make contacts D1 to release the brake 17. In addition, make contacts D2 and D3 close to energize the generator field winding 29C in the proper direction for down travel of the elevator car.

delays reclosure of the door for the full time delay of the relay SRT. If a larger number of passengers follow each other out of the elevator car A, it follows that the relay SRT is reset in.

response to each departure of a passenger. A similar operation results from the successive entry of a plurality of passengers into the elevator car. Following the entry of the last passenger,

the relay 45 is operated to close the door and start the elevator car.

As the elevator car A approaches the upper terminalor fifth floor, the brush 23 (FIG. 2) engages the contact segment a5 to complete the following energizing circuit for the car-call stopping relay; 7

. L+, a5, 23, W3, Tl", M3, L-.

i The car-call stopping relay operates in the manner previously the upper-terminal dispatching floor in the same manner by which the contacts 81 operate for the lower dispatching floor.

Closure of the make contacts D4 completes an energizing circuit for the speed relay V. This relay closes its make contacts V1 to shunt the resistor R1 and opens its break contacts V2. The elevator car now is conditioned for movement in the down direction at full speed'and moves away from the upper terminal floor.

Closure of make contacts D5 establishes a holding circuit around the contacts -1 and X1. Opening of break contacts D6 has no immediate effect on the operation of the system.

It will be understood that as the elevator car leaves the upper terminal floor, the limit switch 35 (FIG. 2) and'the switch 63 (FIG. 3) reclose.

It will be assumed next that a passenger in the elevator car operates the car-call pushbutton So for the purpose of registering a car callfor the third floor. This button connects the contact segments a3 and k3 to the bus L+.

When the brush '40 reaches the contact segment h3, an energizing circuit is established for the car-call stopping relay 'IT as follows:

L+, 3c, h3, 40, X3, TT, M3, L-.

Consequently, the relay closes its make contacts 'I'Il to enerductor relay E. The holding relay G closes its make contacts G1 to establish a holding circuit around the contacts TTl.

When the slowdown inductor relay E reaches the inductor plate DEP for the third floor (FIG. 1), the contacts E2 open to deenergize the speed relay V (FIG. 2). The speed relay opens its make contacts V1 to introduce the resistor R1 in series with the generator field winding 29C. The elevator car now slows to a landing speed. In addition, the break contacts V2 close to complete an energizing circuit for the stopping inductor relay F.

When the stopping inductor relay F reaches the inductor plate DFP for the third floor, the contacts F2 open to deener gize the down switch D and the car-running relay M. The down switch D opens its make contacts D1 to permit reapplication of the brake 17. Make contacts D2 and D3 open to deenergize the generator field winding, and the elevator car A stops accurately at the third floor. Opening of the make contacts D4 and D and closing of the break contacts D6 have no immediate effect on the operation of the system. As the elevator car comes to a stop the brush 40 may pass the contact segment I13 slightly to deenergize the relay TT.

The car-running relay M opens its make contacts M l to deenergize the inductor relays and the holding relay G. The holding relay G in turn opens its make contacts 01 to prevent subsequent energization therethrough of the inductor relays.

The make contacts M2 open to initiate an opening operation of the doors/The opening and closing of the doors will be understood from the previous discussion thereof.

The car-running relay M also opens its make contacts M5 to start a timing-out operation of the timing relay 70T. Opening of make contacts M3 and M5 and closing of break contacts M4 have no immediate effect on the operation of the system. Break contacts M6 close to illuminate the lamps LA] and LA2. When the timing relay 70T drops out, the break contacts 70T2 (FIG; 3) close to energize through the switch 63 the starting relay 80.;The starting relay operates in the manner previously described to start the elevator car down from the third floor. It will be recalled that the drop out of the relay.70T may be expedited by entry or departure of a passenger relative to the car before the time delay of the relay expires.

Let it be assumed that instead of a car call a down floor call was registered for the third floor by operation of the pushbutton 3D (FIG, 3)., Such operation energizes the down floor-call storing relay 3DR which closes its make contact 3DR l to establish a holding circuit around the pushbutton 3D. The contact segment 13 and corresponding contact segments for the remaining elevator cars of the system are connected through the make contacts 3DR1 to the bus L+.

As the elevator car A approaches the third floor in the down direction, the brush ,58 reaches the contact segment /3 to complete an energizing circuit for the floor call stoppingrelay K as follows:

As a result of energization of the cancelling coil 3DRN, the

down floor call storing relay 3DR is reset.

When the elevator car in its down travel nears the first or dispatching floor, the brush 40 (FIG. 2) engages the contact segment hl to complete the following circuit.

The energization of the car-call stopping relay TT stops the elevator car atthe first floor in the same manner discussed with reference to the stopping of the elevator car at the third floor.

As the elevator car A stops at the first floor, the mechanical switch 37 opens to deenergize the down-preference relay X. This relay opens its make contacts X1, X3, X5 and X6 without immediately affecting the operation of the system. However,

. closure of the break contacts X2 completes an energizing cir- I claim:

1. ln a transportation system, a structure having a plurality of landings, load transportating means comprising a load-com veyor vehicle, means mounting the vehicle for movement relative to the structure for transp'ortating load from one to another of said landing s, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for bolding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least one direction during said substantial time for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control means including means responsive to expiration of said time value following such movement for starting the vehicle away from the last-named landing regardless of the expiration of said substantial time, third timing means for measuring a time period differing from said substantial time and said time value during which the vehicle cannot be started from one of said landings, and auxiliary means responsive to a predetermined condition for starting the vehicle away from one of said landings upon expiration of said time period.

. 2. A system as claimed in claim 1 wherein said system is an elevator system, said vehicle is an elevator car, and said control means includes means operable from within the elevator car forstarting the elevator car substantially instantly from one of said landings at which the car is stopped.

3. A system as claimed in claim 1 wherein said last-named landing is a dispatching landing, said time period being a dispatching time having a magnitude larger than said substantialtime, and said last-named means comprises dispatching means for preventing starting of said vehicle from the dispatching landing until said dispatching time has expired.

4. A system'as claimed in claim 3 wherein said load-transporting means comprises a plurality of vehicles each similar to said first-named vehicle and each having first timing means, second timing means and control means similar to said firstnamed first timing means, second timing means and control means, said third timing means being effective for selecting any of said vehicles at the dispatching landing for departure, and said dispatching means being effective for preventing starting of the selected vehicle until said dispatching time has expired.

5. A system as claimed in claim 3 wherein the magnitudes of the substantial time, the time period and the dispatching time are independent of each other. A 6. A system as claimed in claim 4 in combination with separate vehicle-departure-expediting means for each of the vehicles; said vehicle-departure-expediting means for each of said vehicles comprising modifying means manually operable from within the associated vehicle for operation from a first condition to a second condition, means responsive to operation of said modifying means to said second condition when the associated vehicle is stopped at one of said landings for actuating the control means to start such stopped vehicle regardless of the expiration of said substantial time.

7. In a transportation system, a structure having a plurality of landings, a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for 'measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped'at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least onedirection during said substantial time for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control 1 8. A system as claimed in claim 7 wherein said load-transporting means comprises a plurality of vehicles each similar to said first-named vehicle and each having first timing means,

second timing means and control means similar to said firstnamed first timing means, second timing means and control means, each of said vehicles being an elevator car, said control means comprising call registering means at each of said landings common to said'elevator cars, each call registering means being operable for registering a call for service from the associated landing, means responsive to registration of a call by said call registering means for stopping the first of the elevator cars reaching the landing which is available for serving the registered call, each of the elevator calls having a condition wherein it is available for serving a call registered by the call registering means for one of said landings.

9. A system as claimed'in claim 8 wherein each of the elevator cars includes a passage through which persons may enter and leave the elevator car and door means operable for opening and closing the passage for each of the elevator cars, and means responsive to a predetermined start of a closing operation of the door means for a stopped one of the elevator cars for rendering the second timing means ineffective to delay the starting of such stopped one of the elevator cars.

10. In a transportation system, a structure having a plurality of landings, load-transporting means comprising a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said-landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and means establishing a starting circuit responsive to a first movement of load through said passage in at least one directionfor starting said vehicle from the landing at which it is stopped within a time having a value less than said substantial time, said starting circuit being independent of movement of load through said passage in said first directionsubsequent to said first movement.

11. In a transportation system, a structure having a plurality of landings, a load-conveyor vehicle, means mounting the vehicle for movement relative tothe structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, door means operable for opening and closing said passage, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least one direction during said substantial time while the door means is opening for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control means including means responsive to expiration of said value following such movement for starting the vehicle away from the last-named landing regardless of the expiration of said substantial time.

12. A structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, a detector device for detecting the presence of an object in the vicinity of said passage, modifying means cooperating with the detector means for introducing a modified operation of the door by the door-operating means in response to detection of an object in the vicinity of said passage by the detector device while the door is substantially in one position, and means responsive to initiation of door movement from said position for rendering the modifying means ineffective for introducing said modified operation during a substantial portion of the closing movement of the door.

13. A structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, a detector device for detecting the presence of an object adjacent said passage, modifying means cooperating with the detector means for maintaining the door substantially in open position for at least an appreciable time in response to detection of an object adjacent said passage by the detector device while the door is substantially in open position, and means responsive to initiation of door movement from said position for rendering the modifying means ineffective for initiating a door-opening operation in response to said detection of an object by the detector device during a substantial portion of the closing movement of the door.

14. A closure system comprising a structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, a timing device effective after the door has been open for a substantial time for initiating a door closing operation of the door by the dooroperating means, a detectordevice for detecting the presence of an object adjacent said passage, and modifying means cooperating with the detector device in response to detection by the detector device of an object temporarily adjacent said passage while the door is open for maintaining the door substantially open for an appreciable time which is substantially less than said substantial time and for initiating a door-closing operation of the door by the door-operating means on expiration of said appreciable time, said modifying means being responsive to initiation of said door-closing operation for becoming ineffective to control the door opening during a substantial portionof the closing movement of the door.

15. In an elevator system, a structure having a pair of terminal landings and a plurality of intermediate landings, a plu- 'rality of elevator cars each having a door and having dooroperating means for opening and closing the door, means mounting each of the elevator cars for movement relative to the structure to serve said landings, motive means for moving each of the elevator cars, and control means cooperating with the motive means for controlling operation of the elevator cars, said control means comprising means for stopping each of the elevator cars at a preselected landing and initiating a door-opening operation of the associated door-operating means, initiating means responsive to the expiration of a substantial time following the stopping of any one of the elevator cars at said preselected landing for initiating'a door-closing operation of the associated door-operating means, start control means responsive to closure of the door of any of the elevator cars stopped at an intermediate landing for initiating a starting operation of the last-named elevator car, loadresponsive means responsive to movement of load through the closing path of the door of any of the elevator cars stopped at an intennediate landing appreciably before expiration of said substantial time for such stopped elevator car for expediting a door-closing operation of the associated door-operating means to advance departure of such stopped elevator car from such intermediate landing, said load-responsive means for each of the cars comprising a transmitter for transmitting energy through air substantially across the path followed by a person in entering or leaving the elevator car through the 21 doorway of the associated door, a detector for detecting the presence of said energy after it has crossed said path, means cooperating with the detector in response to the presence of an energy-impermeable body in said path for preventing closure of the associated door from door-open position by the door-operating means, and means responsive to removal of .said body from said path for initiating an operation of the door operating means to close the door within a maximum time substantially less than said substantial time, and dispatching means for dispatching elevator cars from one of the terminal floors, the dispatching interval between successive elevator cars being substantially larger than said substantial time.

16. A system as claimed in claim 15 wherein said maximum time is measured from a starting point occurring during the opening movement of the door of such stopped elevator car in each other.

17. An elevator system comprising a structure having a first landing anda plurality of additional landings, said landings being spaced from each other, a plurality of elevator cars, means mounting each of said elevator cars for movement relative to the structure to serve said landings, each of said cars having door means operable for opening and closing a passage through which passengers may enter and leave the car, each of said cars having a door operator which may be actuated to open and close the door means, control means controlling each of said cars to move and to stop at selected landings, means responsive to arrival of one of the cars at any of said additional landings at which such car is to stop for actuating the associated door operator to open the associated door means, for maintaining the door means open for a substantial time and for thereafter initiating a closing of such door means, means responsive to movement of a passenger through the doorway of the last-named car during the last-named substantial time for actuating the door operator to close the associated door means within a short time interval which is shorter than said substantial time, and means for preventing departure of one of the elevator cars from such floor within an interval which is longer than said substantial time.

Claims (17)

1. In a transportation system, a structure having a plurality of landings, load-transportating means comprising a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transportating load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least one direction during said substantial time for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control means including means responsive to expiration of said time value following such movement for starting the vehicle away from the last-named landing regardless of the expiration of said substantial time, third timing means for measuring a time period differing from said substantial time and said time value during which the vehicle cannot be started from one of said landings, and auxiliary means responsive to a predetermined condition for starting the vehicle away from one of said landiNgs upon expiration of said time period.

2. A system as claimed in claim 1 wherein said system is an elevator system, said vehicle is an elevator car, and said control means includes means operable from within the elevator car for starting the elevator car substantially instantly from one of said landings at which the car is stopped.

3. A system as claimed in claim 1 wherein said last-named landing is a dispatching landing, said time period being a dispatching time having a magnitude larger than said substantial time, and said last-named means comprises dispatching means for preventing starting of said vehicle from the dispatching landing until said dispatching time has expired.

4. A system as claimed in claim 3 wherein said load-transporting means comprises a plurality of vehicles each similar to said first-named vehicle and each having first timing means, second timing means and control means similar to said first-named first timing means, second timing means and control means, said third timing means being effective for selecting any of said vehicles at the dispatching landing for departure, and said dispatching means being effective for preventing starting of the selected vehicle until said dispatching time has expired.

5. A system as claimed in claim 3 wherein the magnitudes of the substantial time, the time period and the dispatching time are independent of each other.

6. A system as claimed in claim 4 in combination with separate vehicle-departure-expediting means for each of the vehicles; said vehicle-departure-expediting means for each of said vehicles comprising modifying means manually operable from within the associated vehicle for operation from a first condition to a second condition, means responsive to operation of said modifying means to said second condition when the associated vehicle is stopped at one of said landings for actuating the control means to start such stopped vehicle regardless of the expiration of said substantial time.

7. In a transportation system, a structure having a plurality of landings, a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least one direction during said substantial time for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control means including means responsive to expiration of said time value following such movement for starting the vehicle away from the last-named landing regardless of the expiration of said substantial time, said first timing means measuring a substantial time which is independent of the time value of said second timing means.

8. A system as claimed in claim 7 wherein said load-transporting means comprises a plurality of vehicles each similar to said first-named vehicle and each having first timing means, second timing means and control means similar to said first-named first timing means, second timing means and control means, each of said vehicles being an elevator car, said control means comprising call registering means at each of said landings common to said elevator cars, each call registering means being operable for registering a call for service from the associated landing, means responsive to registration of a call by said call registering means for stopping the first of the elevator cars reaching the landing which is available for serving thE registered call, each of the elevator calls having a condition wherein it is available for serving a call registered by the call registering means for one of said landings.

9. A system as claimed in claim 8 wherein each of the elevator cars includes a passage through which persons may enter and leave the elevator car and door means operable for opening and closing the passage for each of the elevator cars, and means responsive to a predetermined start of a closing operation of the door means for a stopped one of the elevator cars for rendering the second timing means ineffective to delay the starting of such stopped one of the elevator cars.

10. In a transportation system, a structure having a plurality of landings, load-transporting means comprising a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and means establishing a starting circuit responsive to a first movement of load through said passage in at least one direction for starting said vehicle from the landing at which it is stopped within a time having a value less than said substantial time, said starting circuit being independent of movement of load through said passage in said first direction subsequent to said first movement.

11. In a transportation system, a structure having a plurality of landings, a load-conveyor vehicle, means mounting the vehicle for movement relative to the structure for transporting load from one to another of said landings, said vehicle having a passage through which load passes between the vehicle and any landing at which the vehicle is stopped, door means operable for opening and closing said passage, first timing means for measuring a substantial time starting from the stopping of the vehicle at a landing, control means effective after the vehicle has stopped at one of said landings when load is to be transported for holding said vehicle at said landing for said substantial time and for thereafter starting said vehicle away from the last-named landing, and second timing means responsive to movement of load through said passage in at least one direction during said substantial time while the door means is opening for measuring a time value starting from such movement having a magnitude less than the magnitude of said substantial time, said control means including means responsive to expiration of said value following such movement for starting the vehicle away from the last-named landing regardless of the expiration of said substantial time.

12. A structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, a detector device for detecting the presence of an object in the vicinity of said passage, modifying means cooperating with the detector means for introducing a modified operation of the door by the door-operating means in response to detection of an object in the vicinity of said passage by the detector device while the door is substantially in one position, and means responsive to initiation of door movement from said position for rendering the modifying means ineffective for introducing said modified operation during a substantial portion of the closing movement of the door.

13. A structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, A detector device for detecting the presence of an object adjacent said passage, modifying means cooperating with the detector means for maintaining the door substantially in open position for at least an appreciable time in response to detection of an object adjacent said passage by the detector device while the door is substantially in open position, and means responsive to initiation of door movement from said position for rendering the modifying means ineffective for initiating a door-opening operation in response to said detection of an object by the detector device during a substantial portion of the closing movement of the door.

14. A closure system comprising a structure having a passage to be closed and exposed by a door, a door for said passage, door-operating means for moving the door relative to the structure to close and expose the passage, a timing device effective after the door has been open for a substantial time for initiating a door closing operation of the door by the door-operating means, a detector device for detecting the presence of an object adjacent said passage, and modifying means cooperating with the detector device in response to detection by the detector device of an object temporarily adjacent said passage while the door is open for maintaining the door substantially open for an appreciable time which is substantially less than said substantial time and for initiating a door-closing operation of the door by the door-operating means on expiration of said appreciable time, said modifying means being responsive to initiation of said door-closing operation for becoming ineffective to control the door opening during a substantial portion of the closing movement of the door.

15. In an elevator system, a structure having a pair of terminal landings and a plurality of intermediate landings, a plurality of elevator cars each having a door and having door-operating means for opening and closing the door, means mounting each of the elevator cars for movement relative to the structure to serve said landings, motive means for moving each of the elevator cars, and control means cooperating with the motive means for controlling operation of the elevator cars, said control means comprising means for stopping each of the elevator cars at a preselected landing and initiating a door-opening operation of the associated door-operating means, initiating means responsive to the expiration of a substantial time following the stopping of any one of the elevator cars at said preselected landing for initiating a door-closing operation of the associated door-operating means, start control means responsive to closure of the door of any of the elevator cars stopped at an intermediate landing for initiating a starting operation of the last-named elevator car, load-responsive means responsive to movement of load through the closing path of the door of any of the elevator cars stopped at an intermediate landing appreciably before expiration of said substantial time for such stopped elevator car for expediting a door-closing operation of the associated door-operating means to advance departure of such stopped elevator car from such intermediate landing, said load-responsive means for each of the cars comprising a transmitter for transmitting energy through air substantially across the path followed by a person in entering or leaving the elevator car through the doorway of the associated door, a detector for detecting the presence of said energy after it has crossed said path, means cooperating with the detector in response to the presence of an energy-impermeable body in said path for preventing closure of the associated door from door-open position by the door-operating means, and means responsive to removal of said body from said path for initiating an operation of the door operating means to close the door within a maximum time substantially less than said substantial time, and dispatching means for dispatching elevator cars from one of the terminal floors, the dispatChing interval between successive elevator cars being substantially larger than said substantial time.

16. A system as claimed in claim 15 wherein said maximum time is measured from a starting point occurring during the opening movement of the door of such stopped elevator car in the event that said body passes through the doorway while such door is opening, the magnitudes of said substantial time, said maximum time and said interval being independent of each other.

17. An elevator system comprising a structure having a first landing and a plurality of additional landings, said landings being spaced from each other, a plurality of elevator cars, means mounting each of said elevator cars for movement relative to the structure to serve said landings, each of said cars having door means operable for opening and closing a passage through which passengers may enter and leave the car, each of said cars having a door operator which may be actuated to open and close the door means, control means controlling each of said cars to move and to stop at selected landings, means responsive to arrival of one of the cars at any of said additional landings at which such car is to stop for actuating the associated door operator to open the associated door means, for maintaining the door means open for a substantial time and for thereafter initiating a closing of such door means, means responsive to movement of a passenger through the doorway of the last-named car during the last-named substantial time for actuating the door operator to close the associated door means within a short time interval which is shorter than said substantial time, and means for preventing departure of one of the elevator cars from such floor within an interval which is longer than said substantial time.

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