US772086A - Electric-elevator apparatus. - Google Patents

Description

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z SHEETS-SHEET 1.

@wvo/wko@ PATENTED OCT. ll, 1904.

E. R. CARICHOPF.

ELECTRIC ELBVATOR APPARATUS.

APPLICATION FILED JULY 29,1903.

N0 MODEL.

PATENTED OCT. ll, 1904.

E. R. CARICHOPP.

ELECTRIC ELBVATOR APPARATUS.

APPLICATION FILED JULY 29, 1903.

RS HEETS-SHEET 2.

N0 MODEL.

y. 51A/uan to@ UNITED STATES Patented October 11, 1904.

PATENT OFFICE.

PORATION OF NEV JERSEY.

JERSEY, ASSTGNOR TO NEWT,l JERSEY, A OOR- ELECTRlC-ELEVATOF- APPARATUS.

SPECIFICATION forming part of Letters Patent N o. 772,086, dated October 11, 1904. Application iiled July 29, 1903. Serial No. 167,462. (No model.)

T all whom, t puny concern,.-

Beit known that I, EUGENE R. Clinici-IOFF, a citizen of the United Statesand a resident of East Orange, Essex county, New Jersey, have invented certain new and useful Improvements in Electric-Elevator Apparatus, of which vthe following is a specilication.

This invention relates to elevator apparatus, but more particularly to apparatus control- 1 o ling electric elevators; but the invention is applicable to and may be used in other connections.

The object of -this invention is to improve upon apparatus of the above class, to increase i 5 the facility of handling` it, and to simplify its parts.

My invention provides what might be called a semi-automatic system of control, whereby the operation of the motor may be readily zo controlled from the car positively and with certainty.

Further objects of the invention will hereinafter appear; and to these ends the invention consists of apparatus for carrying out the above objects embodying the features of construction, combinations of elements, and arrangement of parts having the general mode of operation substantially as set forth in this specification and shown in the accompanying' 3o drawings and specifically pointed out in the claims.

Referring to the drawings, Figure 'l is a front elevation, partly in section, of a switch embodying a part of the invention. Fig. 2 is a vertical sectional side view of the switch. Fig. 3 is a rear elevation of the switch, partly in section. Fig. 4 is a diagrammatic representation of circuits and apparatus for controlling an elevator and connected to the de- 40 vice illustrated in Figs. l, 2, and 3. Fig.

is a diagrammatic representation of a modification of the circuits and apparatus whereby resistance is automatically inserted in the brake-magnet circuit.

Like characters of reference indicate corresponding' parts in the different iigures.

Referring to the drawings, Figs. l, 2. and 3 represent a switch adapted to be used upon an elevator-car for controlling the apparatus. It consists of a suitable casing A, shown in this instance supported upon hollow columns B, one of which is adapted to contain the conducting-wires and the other of which con- -tains a dash-pot for the switch, constructed to operate as will be described. YVithin the casing A is suitably secured a base O, which may be of slate or other suitable insulating material, upon which are mounted suitable fingers or brushes D, forming contacts to which the several conducting-wires of the apparatus are connected, as illustrated diagrammatically in Fig. 4. Mounted in a suitable bearing in the casing A is a shaft E, provided with a pinion F at one end, fast thereto and arranged outside of the casing, while at the other end anarm G is provided, fast upon the shaft. A contact-segment H is shown suitably connected to but insulated from the arm G, whereby circuits may be completed between the contacts D as the contact-segment H is moved about the shaft E as a center. Means are provided for rotating the shaft E. As shown, a stud I is supported on the casing A and a lever J is pivoted upon said stud l.

A toothed segment K is also pivoted upon said stud l, and, as shown, meshes with the pinion F. lVithin the hub L of the lever J is shown a suitable iiat spring' O, one end of which is connected to the segment K, while the other end is connected to the hub L of the 8O lever, so that the segment K is connected to be operated by the lever through the spring. The segment K is provided with a stop P, against which the lever J abuts to positively operate the segment in one direction-as, for 35 instance, when moving the switch to cause the carto move down. Then the lever J is moved in the other direction to send the car up, the segment K is moved by means of the spring O. According to this construction the spring O always tends to press the stop P against the lever J, and means are provided for maintaining said lever in a central position, as by means of the spring-pressed latch Q, provided with a linger-piece R, said latch being adapted to 05 enter a recess Q, provided upon the casing A.

As shown, the segment K is provided with an arm S, connected by a link Twith a rod U, which extends downwardly through the hollow support B and is connected to operate the piston V of the dash-pot. The dash-pot comprises a section of metal tubing IV, aliiXed to a base-piece X. Between the section of tubing W and the walls of the support B is shown a space for the circulation of the oil or other Huid in the dash-pot. the tubing IV, as shown, is provided with a ball-valve Y or other suitable valve and ports Z, which freelyT admit the oil when the piston V is ascending, but which check the passage of the oil when the piston is descending. As shown, in one side of the tube W, forming the dash-pot, are several openings, in this instance two being shown. One of these openings t is covered with a piece of metal b, so that the cavity formed acts as a by-pass for the oil, thereby permitting the piston V to move freely while passing this point. As shown, the upper opening c in the tube W is not covered. In the operation of the apparatus the movement of the piston V is retarded at different points in its downward passage. At Z/ is shown an adjustable port through which the oil escapes when the piston V is descending and the ball-valve Y is closed and by means of which the retarding effect of the dash-pot may be regulated. The rod U forms a guide for a spiral spring (Z, which is arranged under compression between an upper washer e, bearing against the upper end f of the column B, and a lower washer g, adapted to bear upon a larger washer t, which is supported by the section of tube or dash-pot IV. At the lower end of the rod U is a sleeve z', connected to the piston V. According to this construction it will be seen that the spring CZ acts as a centering device and that the rod U, and consequently the switch-segment K, cannot be moved from the central position without compressing the said spring d. The flat clock-spring O in the" hub of the switch-handle should be stronger than the spiral spring CZ, for in the operation of the device the spring O compresses the spring Z and at the same time operates the switch when the switch-handle J is moved in one direction-as, for instance, in the up direction.

Referring then briefly to the operation of the switch, it will be seen that as the handle J is moved in one directionas, for instance, in the down direction or to the right in Fig. l-the segment K will be carried positively to the right, because of the stop P, which bears against the lever J, and the pinion F will be rotated, therebyrotating the shaft E, which causes rotation of the contact-segment H to the right or in the same direction that the handle J is moved. The piston V will be moved upwardly in the dash-pot freely, be-

The lower portion of as a generator.

spring Z will tend to bring the lever back to its central position. The operator will hold the lever J over until he desires to stop the motor, when he will return it to its central position. Then the lever J is moved in the other direction, there will be no positive engagement with the segment K, and the force of the spring O is brought into play both to compress the spring CZ and to move the segment K to the left, thereby causing rotation of the contact-segment H to the left to coperate with the contacts D at the left of' the switch. The piston V will be forced downward in the dash-pot IV, and its movementy will be retarded, so that although the lever J may be moved rapidly to the left, Fig. l, or in the up direction there will not be a corresponding rapid movement of the contact-plate H, for its operation is retarded through the dash-pot, which is regulated by the adjustable port Z', and by this means delicacy and certainty of operation are obtained. When the piston V passes the openings L and c in the dash-pot, it will have no retarding effect, and so at these points the piston and the contactsegment H will move rapidly. The operator canbring the contactsegment back to its central position positively by centering the lever J.

In connection with the switch described I have diagrammaticall y illustrated circuits and apparatus for operating an elevator, which circuits and apparatus embody a magnet-controller connected to be operated from the car.

Referring to Fig. 4C, j' represents a suitable electric motor which may be of any suitable type, preferably a slow-speed motor with strongly compounded winding', the shuntfield being connected directly across the main lines Z 0 in parallel with the armature and the series p connected in series with the armature. The car q is represented diagrammatically, and upon the armature-shaft o is provided a suitable drum s, representing diagrammatically means for operating the car by means of the rope t, shown broken away for clearness ofillustration. In this instance the elevator to which this apparatus is connected is of the type in which the load is lifted by the motor j, but descends by gravity under control of the same motor, which is reversed in direction and is driven by the car The car therefore is understood to be heavier even with minimum load than its counterweight, if it has one.

AA suitable brake-shoe u is shown in connection with the apparatus and is connected to be lifted by a brake-magnet whose windings are so connected with other devices that the brake u may be either entirely lifted or only partially lifted or eased Controlling devices for elevators in common use serve the purpose of protecting the motor from excessive current in starting and cut-out resistance in such manner as to secure IOO IIS

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some degree of smoothness in stopping and starting; but owing to the extremely variable loads which it is necessary to handle and the impossibility of smoothness in operation one of the prime requirements of controlling devices is that of particular delicacy in operation. As hereinbefore stated, one of the objects of this invention is to obtain the delicacy of operation required, and to this end the car- `switch described is shown operating' in conjunction, in Fig'. 4, with a magnet-controller for the motor, comprising a series of magnets connected to control resistance for the motor and also connected to control the brake-circuits, these magnets being so connected that every function of the controller may be governed by the car-switch, thus giving the operator perfect control of both the motor and the brake. In connection with this apparatus suitable means are provided both in the switch and in the controller for automatically regulating the motor and brake circuits,

' guarding against bad eifects which might arise hould th'e operator be inexperienced or careess.

As stated, the operating-switch is shown diagrammatically upon the car g. The contact-segment H is shown in a central position, with the contacts VD at each side. Those on the up side comprise contacts 6 1 2 3 4 5, and those on the down side com prise contacts 6 Al B 3 4 5. Any suitable number of contacts may be provided as desired, depending upon` the number of circuits to be controlled. In the actual operation of the switch the contact-plate H is insulated from the arm which carries it, but in the diagrammatic view of Fig. 4, for convenience of illustration, the positive lead e is connected directly to the pivotal shaft of the switch, but in the actual operation of the device the positive lead is.v

placed in electrical connection with the segment H, as shown in Fig` 1, by additional contacts 5() and 51. The magnets l 2 3 4 6, provided with the cores w and insulated contact-pieces control the operation of the motor and the brake. The magnets referred 'to are connected to the switch on the car through a flexible cable.

At 38 is shown a switch the purpose of which is to connect the positive main through the conductor e to the car-switch, thus making it operative as it does when 38 is moved upward, or else to a similar switch y, preferably placed on or near the motor-controller, thus making y operative as it does when 88 is moved downward. This switch ,1/ has a contact-segment H2 and contact- pieces 6, 1, 2, and 3' on the up side and contact-pieces 6', A, B, and 3 on the down side. These parts correspond to similar parts of the car-switch, and as their function is the same it will not be necessary to describe them further. This switch, if desired, may be the counterpart of the carswitcli.

By the operation of the controlling-mag-- nets 1 to 6 resistances R, R3, R, R5, R, R7, R, R, and R10 are controlled and also contacts R, R, and 25.

The brake-magnet s comprises the main winding 2O and the auxiliary winding'21.

A magnet 7 connected in the main circuit, is provided with a core 9 and contact 10 and is connected to control the contacts 11. Another magnet 8, connected in a shunt across the brushes of the motor, is provided with a core 12 and contact 18 and is connected to control contacts 14 and 15.

22 represents a resistance connected to be included in a short circuit around the armature of the motor when the car reaches the lower limit of its travel, and when the car reaches the upper limit of its travel a switch .23 is adapted to be opened to break the circuitof the motor.

Vith the parts in the position shown in Fig. 4 the contact m of magnet 1 is shown bridging contacts R, which completes a short circuit around the armature through a portion of the resistances referred to-namely, R@- and through the series lieldp. The first movement of lever J of the car-switch to either the right or left will close a circuit at contact 6 from the positive main, conductors o and 80, through magnet 6, to the negative main. This will cause 6 to become energized, and it will draw up its core w and cause its contact a; to bridge the resistance R6 instead of resistance R7, as shown in the drawings. If the operator wishes the car to go up, he will move the lever J to the left, Fig. 4, and the next circuit to become closed will be that through magnet 1 by connecting' conductor c to conductor 81 at contact l. lVhen controllingmagnet 1 is energized, lifting its core w, the upper contacts R are bridged, and the circuit of the motor is completed from the positive main o, through magnet 7 and resistances R2 R3 R R5 R7, the motor-armature, and series Held, to the negative main. A contact 25 is also included in circuit, which includes the auxiliary brake-magnet coil 21 in circuit by means of wires 26, thereby partially lifting or easing the brake. Magnet 8 is also thrown across the brushes of the motor, for when the contact .f of magnet 1 is down the magnet 8 is short-circuited. Resistance R2 is preferably very high, so that the motor is not started when magnet 1 is energized. Then the controlling-magnet 2 is energized by moving segment H of the car-switch up to contact 2, it will be seen that resistance R2 is short-circuited, and at the same time a contact 28 is included in circuit for completing the circuit of the main brake-coil 2O through wires 8O and 26. Since the magnet 7 was included in circuit when contacts R were bridged, it will be seen that a complete circuit is made through the main coil of the brake-magnet, because contacts 1l are bridged if there is any current iiowing through the motor-armature. When magnets 3, 4, and 5l are energized, resistances R3, R4, and R5 are short circuited. The extreme position of the car-switch will allow the contact-segment H to run oilg from the Contact 6. The circuitthrough 6a will be broken and its contact will drop, thus shortcircuiting the resistance R7. rlhus step by step the resistance will be removed from the armature-circuit. The object oi' having magnet 6a operate as described is to prevent a complete armature short circuit in the event of all the magnets being suddenly denergized, and thus dropping their cores. It will be seen that magnet 7 in the ,main circuit acts as a safety device for the brake, controlling the circuit of the brake, for should the current in the motor-armature be interrupted the current in this magnet would cease and the brake would be applied. When magnet 8 is energized, contacts 15 15 are bridged, and a separate circuit is completed by meansV of wire 35 to the magnet 1. When magnet 8 is deenergized, a circuit is completed, through con-- tacts 14 14, as shown in the position of the parts in Fig. 4, from the car-switch, by means of wire 36, to the main coil of the brake-magnet. Magnet 8 comprises a shunt-coil connected, as described, across the brushes ot' the motor and is maintained energized as long as there is a moderate degree of potential in the armature-circuit. This arrangement prevents the main current from-being cut ol' while the armature is revolving rapidly and guards against an armature short circuit while the car is going up.

At 50 a centrifugal governor is shown controlling contacts in the circuit of the main coil 20 of the lbrake-magnet s'. It' it is desired to use this arrangement, the governor may be connected, by any suitable means, to some moving part ci' the elevator mechanism, so that upon an undue increase of speed it will act to partially apply the brake.

In the description of the operation of the car-switch it will be understood that the operation is the same for the switch y, which latter switch is mainly used for testing. The small switch 38, as already described, is arranged to switch the current either to the car or to the testing-switch, as desired.

The operation of the apparatus from the car-switch may be described as follows: When in the central position, the handle J is locked and all the magnets are denergized, as shown in Fig. 4. Let it be assumed that it is desirous to move the car upward. On the first movement oi' the handle J for up-circuit is completed through contact 6 on the up side of the switch, and magnet 6a is -energized through wire 80, thereby putting in all the resistance in the up circuit. Upon further movement of the switch-handle contact 1 is Y included in circuit and magnet 1a is energized through wire 81, thereby completing the main circuit to the motor and partially lifting the brake. As stated, the resistance of R2 is so great that the car does not startup. Further movement of the switch-handle J energizes magnet 2L through wire 82, thereby short-circniting resistance R2 and completing the circuit of the main coil of the brake-magnet, which completely lii'ts the brake. The car now starts up slowly. To make a stop from this low speed, the handle J is turned back just far enough to denergize magnet 2,where the handle is held until the car stops. The handle J is then returned to the center. Having started the car up at a slow speed, the handle J may be so advanced as to energize magnets 3, 4, and 5fl in succession through wires 83, 84, and 85, and then contact-segment H is moved out of contact with contact 6, thereby denergizing magnet 6a and shortcircuiting resistance R7, thus removing all of the resistance from the up-circuit. It will be seen that the speed of the motor is increased as each magnet operates until full speed is reached. To slow up from full sp'eed, the handle J of the switch is returned toward contact 2 and held until the desired speed is obtained. To stop short from full speed, the handle J is returned to the center, and when this is done all the magnets excepting Fare deenergized. Magnet 1:l remains energized because its circuit is maintained completed through contacts 15 and wire 35, controlled by magnet 8. Under this condition of circuits the motor continues to receive current from the line through all of the resistances of the up-circuit excepting resistance R7, short-circuited by magnet 6. rlhe main brake-circuit, it will be seen, has been opened by the dee'nergizing of magnet 2, .and the brake is therefore applied with some force, though not to its full power, and the speed of the car is gradually checked. The counter electromotive force of the armature causes current to pass through magnet 8, thereby maintaining it energized until the armature speed has been greatly reduced. When the speed of the armature becomes very slow, magnet 8 is denergized, thereby denergizing magnet l, which. then operates to break the main line, applying the brake with full power. By this very simple arrangement of circuits and apparatus the danger of a sudden stop on the up-trip is entirely avoided. Then the car reaches the upper end of its travel, it will open the switch 23, thus cutting oi the current from the whole system, applying the brake, and stopping the car. The iirst movement of the switch-handle J in the downward direction connects Contact 6 at the down side of the switch into circuit, which energizes magnet 6, thereby short-circuiting resistance R, and thus all of the resistance in the down-circuit is removed therefrom. In the further movement of the switch contact A is included in circuit, thereby completing the circuit of IOO IIO

the auxiliary winding of the brake-magnet .a through wire 40, which eases the brake and permits a very slow motion of the armature, the motor acting as a generator and being driven by the weight of the car and the load. I/V hen contact B is included in circuit, a circuit is completed through the main coii of the brake-magnet by wire 36 and contacts 14, which are bridged by contact 13 of magnet 8. Magnet 8 in this instance is short circuited by contact @c of magnet l. The brake is therefore lifted, and the car now starts down slowly, the series field being the only resistance in the armature-circuit of the motor. Further movement of the switch-handle J .completes the circuits of magnets 3, 4, and

5t through wires 83, 84, and 85, thus including resistances R10, R, and RS in the armaturecircuit. When the contact-plate H is moved clear of contact 6, magnet 6 is denergized, thereby including resistance R(i in circuit, so that all of the resistance is gradually included in the armature-circuit, which permits an increased speed of the armature, the motor acting as a generator. The handle J may be moved rapidly to full-speed position and may be returned rapidly to a partially-reducedspeed position; but the movement of contactplate H is retarded by the action of the dashpot, as hereinbefore described in connection with the switch. Vhen the contact-arm 45 of the down-limit resistance 22 is actuated by the movement of the car as it reaches the down limit of its travel, a short circuit is completed about the motor through the resistance 22 and thev series field, which brings the motor to a stop.

In some instances it maybe desirable to use auxiliary limitsv arranged to break the circuit of magnet 2, and thereby partially apply the brake and insert resistance in the armaturecircuit. In Fig. 4 an auxiliary limit-switch 55 is shown in the circuit of magnet 2, which may be arranged to be operated by the movement of the car.

Y Sometimes it may be desirable to use but onewinding on the brake-magnet and to obtain the effects desired by the insertion of resistance in the magnet-circuit. This arrangement will accomplish the same results as hereinbeforeA described and requires but a slight change in the diagram of circuits. Fig. 5 shows this modification. In this case when the operator starts the car up and causes the magnet l to be raised the circuit through the brake-magnet 2O will be closed through the resistance and the brake partly released. When magnet 2 is raised, this resistance 70 will be short-circuited and the brake fully released. vWhen the operator turns the carswitch for the downward travel of the car, the brake will be partly released when the contact-segmentH is brought in contact with the contact A', for a circuit will ythen be established through the .resistance 7l and the brakemagnet 20, and the brake will be fully released when contact-segment H touches contact B, for then the resistance .Tl will be shortcircuited. In either of these cases the effect on the brake will be the opposite when the car-switch is brought back toward the centerthat is, the brake will first be applied lightly and then with full power as resistance is thrown into the circuit of its magnet, and then the circuit is broken. The governor 50 in this case may be arranged to normally short-circuit a resistance 72 and to throw this resistance 72 into the brake-magnet circuit whenever the car speed becomes excessive when running down. Of course it may be arranged to act in the same way on the up motion, if desired.

The objects and advantages of the intermittent dash-pot, already described, may be brifiy set forth as follows: vWhen the operator starts the car up, it is desired to energize the magnets 6, l, and 2 promptly. First 6 puts all the resistance in the armature-circuit. Then l closes the armature-circuit and eases the brake; but the car will not start until the large resistance R2 is cut out of the circuit by 2. So in order to insure a prompt start it is desirable to make these three steps quickly. The result is produced by the cut-out or bypass, as already described. Then the car is running down at full speed and the car-switch is in the full down position, the piston V is at the upper part of the dash-pot by the opening' c. So when the operator desires to stop the car the first few steps for slowing down may be made quickly, as the dash-pot has no retarding effect until its piston V has passed the opening c; but the rest of the operation will be made slowly under the action of the dashpot, so that it will be impossible for the operator to make a sudden and disagreeable stop.

Obviously some features of this invention may be used without others, and the invention may be embodied in widely-varying forms.

Therefore, without limiting myself to the construction shown and described or enumerating equivalents, I claim, and desire to secure by Letters Patent, the following: l. In an electric switch, the combination with an operating-handle and a contact connected to be operated thereby, of a dash-pot constructed to operate with varying degrees of retardation in the movement of the switch, and opposing springs of different strengths connected to control the operation of the contact, the stronger spring being connected to actuate the contact in one direction, and the weaker spring acting as a centering device.

2. In an electric' switch, the combination with the operating-handle, of a contact connected to be moved by said handle positively in one direction, a spring interposed between said handle and the contact whereby the contact is moved in the other direction by means of a spring, and a dash-pot connected to retard TOO IlO

IIS i the movement of said Contact under the iniuence of the spring and constructed to operate with varying' force vat different points in the movement of said contact.

3. In an electric switch, the combination with the operating-handle, of a contact connected to be moved by said handle positively in one direction, a sp1-ing interposed between said handle and the contact wherebythe contact is moved in the other direction by means of a spring, adash-pot connected to retard the movement of said contact under the inuence of the spring and constructed to operate with Varying force at different points in the movement of said contact, and another spring weaker than said first-named spring acting in opposition thereto tending' to return the switch-contact to the central position.

1. In an electric switch, the combination of a switch-operating lever, a segment connected to be positively operated by said lever in one direction, and a spring connection between the lever and segment for operating the segment in the other direction, a contact-arm connected to be operated by said segment, a dash-pot having a piston and rod connected to the segment, and a spring operating in conjunction with the dash-pot and acting as a centering device for the switch.

5. In an electric switch, the combination of a switch-operatinglever, a segment connected to be positively operated by said lever in one direction, and a spring connection between the lever and segment for operating the segment in the other direction, a contact-arm connected to be operated by said segment, adash-pot having' a piston and rod connected to the segment, passage-ways adapted to vary the resistance of the dash-pot in different points in the movement of the piston, and a spring operating in conjunction with the dash-pot and acting as a centering device.

6. In electric-elevator-controlling apparatus, the combination with the car and motor, of controlling-circuits and devices therefor, a switch on the car connected in said circuits, and means operating in connection with said switch and constructed to produce varying retardation of the switch at dierent points in the operation of said switch.

7. In electric-elevator-controlling apparatus, the combination with the car and motor, of controlling-circuits and devices therefor, a switch on the car connected in said circuits, and a retarding device for said switch constructed to operate with varying force at different points in the movement of said switch.

8. In electric-elevator-controlling apparatus, the combination with the car and motor, of controlling-circuits and devices therefor, a switch on the car connected in said circuits, and a dash-pot connected to said switch and constructed with passages so arranged as to produce varying retardation of the switch at different points in the movement of said switch.

9. In controllingapparatus for elevators,

the combination with the car and motor, of.

controlling-circuits and devices, a main magnet and contacts for closing the main circuit, a magnet connected in a shunt-circuit across the brushes of the armature of the motor and arranged to control the circuit of said main magnet, whereby the main magnet will be maintained energized until the armature speed is reduced to a predetermined degree.

10. In a motor-controlling apparatus the combination of two controlling-circuits each containing resistance, one of said circuits being in parallel with the motor-armature and the other in series therewith, and a magnet arranged to remove resistance from one cir- -cuit and insert resistance into the other circuit.

11. In elevator-controlling apparatus, the combination with the motor, of an up-circuit and a down-circuit both containing resistance, and a magnet arranged to control a portion of said resistance in such manner that as resistance is removed from one circuit by the magnet, resistance is inserted in the other circuit in either direction of movement of the magnet-core.

12. In motor controlling apparatus, the combination with the motor and a brake, of means controlled bythe speed of the motor for preventing the more than a partial application of the brake until the speed has fallen to a predetermined amount.

13. In an electric-elevator-controlling apparatus the combination with the car and motor, of controlling-circuits and devices therefor, a switch on the car connected in said circuits, a brake on the motor controlled by said switch and means controlled by the speed of the motor for preventing the full application of the brake.

111. In an electric-elevator-controlling apparatus, the combination with lthe car and motor, of controlling-circuits and devices therefor, a switch on the car connected in said circuits, a brake on the motor controlled by said switch arranged to be released or applied with varying degrees of force, and means for partially applying' said brake whenever the car speed becomes excessive.

15. In motorcontrolling apparatus, the combination of a motor and an electric brake having' a plurality of windings, controllingcircuits and devices therefor and a switch connected in said circuits arranged to control the motor and to connect one or more of said brake-magnet windings in electrical circuit.

16. In motor controlling apparatus, the combination of a motor and an electric brake having a plurality of windings, controllingcircuits and devices therefor, a switch connected in said circuits arranged to connect one or more of said brake-magnet windings in electrical circuit, and a speed-governor arranged to open a part of said brake-magnet-windings circuits.

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17. In an elevator-controlling apparatus, the combination with the car, oi'a motor adapted to operate as a motor for one direction of the car travel and as a generator for the other direction of the car travel, separate controlling-circuits containing resistances for each of said operations, and one series of magnets connected to control both of said controllingcircuits and resistances.

18. In a motor-controlling apparatus, the combination with the motor, of two controlling-circuits containing' resistance, and a magnet arranged to prevent the complete armature short circuit through either controllingcircuit.

19. In an elevator-controlling apparatus,

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