USRE10838E - Electrical safety device for elevators - Google Patents

Description

2 Sheets-Sheet 1.

R. M. GURTI SS. ELECTRICAL SAFETY DEVICE FOR ELEVATORS.

Reissued May 31, 1887.

ATTORNEY WITNESSES: AZFfii /u.

2 Sheets-Sheet 2.

Rqissue d May 31', 1887.

a6 I 40 7- WITNESSES: I Z i INVENTOR ATTO EY PATENT OFFICE.

ROBERT M. onnriss, or BROOKLYN, NEW YORK.

'- E LECTRlC A L SAFETY DEVICE FOR ELEVATORS.

BPECIPIC AT-I O N forming part of Reissued Letters Patent No. 10,838,. dated May 31, 1887. i I OriginaLhl'o. 314.167, dated March 17,1985. Application for reissue filed March Q1837. Serial No. 231.071.

To all whom itmay concern:

Be it known that I, Ronnn'r M. CURTIFS, of Brooklyn, Kings county, New York, have invented certain new and useful Improvements 5 in Electrical Safety Devices for Elevators, of

, which the following is a specification.

My present invention aims to control the movements of-the carand hoisting-engine by ''the agcncy of electricity governed by the pm cratorin the car, and also automatically by the movements of the car itself, and it is partly related to those'systcms shown in my former patents, Nos. 216,024 and 266,107, and in my pending application, Serial No. 118,294, filed i January 22, 1884, (on which a patent was granted August [8, 1885, No. 324,751.) "My formerinventions, however, chiefly concerned safety devices involving an electric circuit \\'hiclitraverscil the cable, car, and hoisting machinery, sot-hat in case of breakage of any part safety devices were released by the action of magnets to stop and sustain the car.- In the latter applicationthc collision of any object with guardbars'on the shaft or car would 'zg-automatically break an electric circuit and causemagnets to release a stop-valvc or other stopping devices to stop the engine and car,

, and thus prevent the object from being'crushed i by thecar. Besides this automatic means for stoppingthe car, a manual switch was placed in the car, whereby the circuit could be broken manually-at any time to stop the car where desired, incase of accident.

In my former'inventions it was assumed that the ordinary check-rope and mechanical deviccsfor working the engine-valves fromthe car were employed; but in my present gease I employ eleetro magnets or their equivalents to actuate the engine-valves to cause 40 the car to ascend, descend,- or stop, which inagnet is included in an electric circuit which is extended to the car and controlled by a switch in the car, thus enabling the movemerits of the car and engine to be controlled 4,5 quickly and withgreat ease by the operator in 'thecar, and obviating the objections which apply to the check-rope heretofore used.

In my former inventions no provision was made for automatically limiting the movement of the car and hoistingengine at each end of the travel in case the checlcrope broke or the stopping and starting valveso'f the engine bevalvco erating mechanism.

'anism.

probable and serious forniot" accident in a very simple and effective way by providing a special stopor safety-valve or its equivalent on the hoisting-engine, which is controlled by an clectroinagnet or its equivalent in an electric circuit, which is completed through contaets at the top and bottom of the car or at the top and bottom of the shaft, and a projection is arranged in the path of the car when near the end of the top and bottom of the shaft, so that in case thccar should ever move beyond its normal limit of travel it will strike said projections, thereby operate the contacts, and cause the magnet to actuate the stopvalve, and thus automatically stop the engine and prevent the car from being moved too far in .the shaft. Instead of these contacts and projections being on the the shaft or car, they may be on the guides and piston-rod or cross head of the hoisting-engine, to operate in case the cross-head moves beyond its normal limit, and thus check the movement of the car in a similar way.

'My present invention, therefore, consists mainly, in the'tcatnres above outlined, and

also in minor features and in details connected therewith, as hereinafter fully set forth and claimed.

In thedrawings annexed, Figure 1 presents an elevation of ahydraulic elevating apparatus provided with my improvements. Fig. 2 is an enlarged fragmentary sectional plan of the engine cylinder and its cicctrie 3 is an enlargcd sectional elevation of one of the contactsw'nich determine the ItdhOiIltillfi limit of the car 'smovcincnt. I Figv eillnstratcsa modi fication of the electric vaivcopcrating nieclr of magnets used to control the safctystop valves. Fig. 7 gives an elevation of a hydraulic hoisting apparatus similar to that in Figs. 5 and 6 illustrate different forms Fig. 1, but with some modifications and addi-' tional features not shown in Fig. 1.

the fixed sheaves f and movable sheaves f,

ings.

by belts from apower-shaft.

In Figs. 1 and 7 I have shown a well-known form of hydraulic elevator, in which the enginecylinder A is horizontal, closed at one end and open at the other. f indicates the piston-rod,which protrudes from the open end of the cylinder and connects to the cross-head g, which carries the movable sheaves f and is also provided with the guide-rollers g, which roll on the guide-rods g. The cable h is fixed at one end near the closed end of the'cylindcr, as seen in Fig. 1, thencepasses in loopsover and connects at the opposite end to the car E in the usual manner, as illustrated in the draw- Water is admitted behind the piston from an elevated tank'through the pipe a, which is provided with the main stopping and starting valve B, which is of the usual doubleacting balanced kind, (shown best in Fig. 2)-

that is, the cylinder of the valve is provided with two pistons, bb, joined by a' rod, 0, lhc' stand-pipe a always opens between the pistons b b, and thus renders the valve balanced, as will be understood.

In Fig. 2, d indicates the inlet port or pipe leading from the valve to the closed end of the engine-cylinder A, and 6 indicates the outlet or, exhaust port leading from the valve to the lowerta'nk, into which the spent water is exhausted when the car descends. lVhen the valve is set, as shown in Fig. 2, water is admitted from the elevated tank to the enginecylinder, and'thus propels the piston forward to. raise the car, while if the valve is shifted outward, so that the piston b passes beyond the pipe d, the water will be shut off from the tank and the piped made to communicate with the exhaust-pipe e, thus allowing the water to escape from the cylinder, and thus permitting the piston to retreat and the car to descend. When the valve is so moved that the piston bjnst covers the inletport or pipe d, the piston and car will be stopped at any position desired. It will hence be seen that the general arrangement of the cylinder, pi's: ton, valve, &c., with. the cable and car is of the ordinary character, and forms no part of my improvement. It may now be observed, however, that instead of employing a checkrope extending from the car to operate the main valve B in the usual mechanical manner, as heretofore, I operate the valve by electromagnets through an electric circuit extended to the car, and by referring to Fig. 1, in con nection with Figs. 2 and 4, this electric-valve mechanism will be readily understood. 7

k k indicate two powerful solenoids placed in line with each other, with their, cores or' core it connected to a valve-lever, 'i, of a small steam, air, or water engine, Z, whose piston I connects to the valve-rode of the main valve B. The motion of the cores and the valvelever i is liniitedby stops 1?, and it will be seen that when the core is attracted into one solenoid-it will .be retracted from the other, and

the valve-lever will be moved over against one stop, so as to admit pressure onto one or the other side of the piston Z, and thus shift the valve-pistons b b, so as to cause the car A to ascend or descend, as will be readily com,- I prehendcd.

Referring to Fig. 1,, it will be seen that the solenoids k arcconnected by wires with a battery, m, and that wires 2 3 5 extend from the battery'and solenoids to a pendent loop of 7 cable, n, one end of which is fastened at the middle of the shaft, while the other end connectsto the car, so that the cable hangs pend- I cut from the car and is free to move therewith as the car ascends or descends. The wire 2 of the cable n extends from one pole of thebattcry m and connects to the switch 0 in the car,

which switch has two seats, 0 0*. The wire 3 extends from seat 0' to one end of the solenoid k,.while the other end of the solenoid connects by wire 4 with batter-yon. Theothen seat, 0', is connected by wire 5witl1 one end of the other solenoid, k, the opposite end of which connects by wire 6 with battery m. It will therefore be seen that if the switch 0 is placed in its midposition, as shownin Fig. 1-,

both circuits from the battery m will be open and both solenoids inactive, and hence the core k" willlie neutral between the solenoids and tend to assume a lurid-position, to which it will be constantly drawn by a pendent weight, '11, which is attached to a chain, 12, which passes between rollers p", fixed midway between the solenoids, and connects to the,

middle of the core, as shown in Fig. 1; alsoin Figs. 2 and 4. When. the core is, therefore,

held in the mid-position shown in Figs. 1 and 4, we will assume that the valve-lever i, as well as the motor-piston Z of the water-valve pistons b b, will-all be in their mid-positions and the flow of water to or from the elevatorcylindcr A will be shut off, and hence the elevator-piston and car-will be atrest. If,.however, the switch 0 be moved over on the seat 0'', the current will now flow from battery m by wire 2 to switch 0, seat 0, and wire 3 to solenoid k, and thence return by wire-1 to the battery, tints energizing the solenoid k, which will attract the core Ir an move the valvelcver. i, as seen in Fig. 2, so as to admit pressof the car continues. If it is desired to stop the car atany point in the ascent, the switch is v deas moved over on the scat oand the current willvalve of motor Z and cause the pistons l and b I) to be'moved toward their mid positions, which is the position for stopping the car either in the ascent or descent; and when the core a and pistons Z- and b b are thus brought into said mid-position, which will be made known to the operator by the full stoppage of the car, he then moves the switch back to its mid-position, thus breaking circuit on the left solenoid k, and thus leaving the valvelevcr i and the pistons l b b. in the mid or stopping position described. In this mid-position of ihe valve-lever i it will be understood from Fig. 2 that all ports of the valve-motor Z will be closed, thus retaining the pistons Z and b b in the mid-position, and thus keeping the car stationary as long as required. 1 If it is desired to again ascend after a stop, the switch will be moved over on the seat 0', as before; but if itis desired to descend, the switch will be moved back on-the seat 0', which will put the left solenoid k again in circuit, and which will now draw the core k" from its mid or stopping position to its full stroke to the left, thus again opening the valve of the motor Z and causing the pistons Z and b b to move to their full extent to the left, thus allowing the exhaust. of

water from the elevator-cylinder A and there-- by causing the car-to descend. To stop thecar in the descent, the switch is moved over onto the seat 0 until the valve is shifted to the midpositiou, as before described, when'ihe switch is moved back again into the mid-position to stop the valve mechanism in said midposition, as will be understood. Hence to ascend, the switch is always moved over onto the seat 0', and when the car is in motion the switch is moved to mid-position. To stop in the ascent, the switchis moved onto seat 0 until the car is brought to rest, when the switch-is at once thrown over to its mid or neutral position. To descend, 't'he switch is placed on seat 0" until the car is found to move downward, when the switch is put in its midposition. To stop in the descent, the switch is put on seat 0 until the car stops, when the switch is at once placed in its neutral position. it will be noted that by having the piston Z ol' lhcsmall' motor Z connected to a balanced valve,.l},tl at the motor may be quite smali and work. the,\alvecifectivcly, and that the auxiliary valve on .lhc motor may be-madc' very small and light, and ,can thus be easily opcrated by eieclroanagncts, as shown. I It will be seen on refcrvncc to Fig. 2 that the small valve motor I is of course double acting, and that the'ralve attached to valve-liner i is a rotary doubieacljng ind noting and exhausting valvel In some cases the core of the solenoids might be connected directly to the valve-rod c, as indicat-ed in Fig. 4, so as to operate the water-- .valve B by direct attraction, Fig. ialso shows that the solenoids may be wound-in parallel sections or multiple are, all the sections connecting at one end to a common return-wire to the battery in, while each section connects at the opposite end to a distinct switch-seat, on which the switch 0 may be turned succes sivel y to throw more or less of the sections into circuit and thus admitthe current gradually to the solenoids and enable the force of the same to be regulated as may be required, which niethodis-wcll known to electricians, and needs no further illustration.

In Fig. 2 I show the piston ofa dash-pot,

j, connected to'the valve-lever i, to retard the action of the solenoids and prevent too sudden or jerky motions, as commonly employed in similar electric mechanism. It will now be seen that by this system of working, the main starting and stopping valve'of the elevator by magnets controlled by a circuit from the car not only can the valve be made to act very promptly, but the operator in the car is relieved from the serious exertion-required to operate the usual check-rope and-its mechanical adjuncts, and requires only to move alight switch in the car, which is of coursedoue with great ease and quickness, and will enable the car to be stopped and started inucli-more quickly and with greater safety, and will ebviale the use of the endless check-rope and the cumbersome adjuncts of the usual mechanical valve mechanism, and thus accomplish a great improvement in the operation of elevators. It will now be readily understood that,

time deranged or unmanageable, so as to fail to close when the car or piston reached their normal limits of movement, tllBlllSliOll would tend to more out of the end of the cylinder and force the car up against the top beams of the shaft, or out through the roof of the building, and thus cause an entire wreck of the apparatus, this being, in fact, a form of accident to which elevators are quite liable, and which occurs usually by the breakage of the checkrope or other derangement oi' the valve mechanislu. In order, therefore, to prevent this form of accident, I employ, in addition to the main valve B, a safety stop-valve, G, which introduce in the pipe (1, between the main valve-B and the engine cylinder A, as shown both in Figs. 1 and 7; and I also prefer to introd uce a second safety stop valve,-l), in the stand-pipe a, between the main yalvc l; and the olevatcd iaulz, asshownin Figfl. These Valves 1 and :l) may be of the ordinary sliding gal-c kind, as indicated in Fig l andlf, or of the doublescat balzrncedkinil, showu'in Figs. 9 and 10, both forms ofvalvcs being well known and sul'liciently illustrated in the drawings as to require no further description. .Noujboth of thestopwalves G1) arcnormally held open by lhe agency of clectro-maguel's F G, so that they do not affect the passage of water to or from the cylinder, and hence do not interfere in case the main valve B'should become at any operating levers r r, which are engaged and held up by the armature deteut levers sa',' thu's i v posts on the top ot. -the boat and approach the with the action of the-main valve B in'controlling the movements of the car. The stems of the valves'C D connect to weighted valveholding the valves open; I -The;magnets F G are placed in 'clectric circuits which are completed through contacts II II at the top and bottom of the shaft, and also through contacts K K at each cn'dot the cross-head guides, so that at any time the cross-head or the car move beyond their normal limits one or the other of the contacts will be operated, and the magnets For G energized to move theirarma tures, and thuseause the detents s or sto re-' lcase .one of the weighted levers, which will atonccfall' and close its valve, thus stopping the furtherI movement of the piston or car, and thus effectually preventing any accident or wreck of the apparatus; The magnet F is represented as a polalrizcd electromagnet, and the magnet G as a common elcctro-magnct, both, however, being placed in an open circuit f with the battery I. The body of the magnet F, as shown best in Fig. 5, is of 'cou'rse a perma nent magnet with asoft-iron armature wound with a coil, which is the only part of the magnet in circuit, as seen in Fig. l, thesaid coiled armature being connected'with the detent-lcvcr s. The armature of the magnet F is hence held normally attracted by the permanent magnetism, and thus holds the detcnt-lc'ver cugaged with the raised valve-lever 1-; but as soon as an electric current is sent through the armature-coil of the magnet the attraction of the permanent magnet is neutralized and the, armature falls off, thus moving the detentand allowing the lever r to fall and close the valve 1). 'lhemaguetG being a common electromaguct, its armature, which is part of the dctent s, is normallyretracted, and hence holds thedctentengaged with the raised valve-lever 1- in said'retracted position; but as soon current is sent through the coils of the magnet it attractsits armature and thus releases the weighted valve lever and allows the valve to Fig. 6 sbowshow the magnet F'may be modified by having the coils out-he poles of the permanent magnet instead of on the s0f t=iron "armature, as will be readily understood.

Referring to Fig. 3, the construction of the contacts H II at the top and bottom of the shaft will be readily understood. I

' 50 represents asliding rod mounted in eye brackets on the side of the shaft, and having one end projecting out at righlt angles in the" path of the car, so that when the car moves beyond itsnor'mal limit it wilLcollidc with and move the bent rod. This rod is connected by the spring 51 with thecontact-bolt 52,whicb projects through the top of a non-conducting dust-preof box, 53,'fixed on the side of the shaft, and which incloscs-the contaetinghead 54 of the bolt, and also incloses two eontacttongues, 55,- whioh project from bindingstood.

tapering contact-head 54. The circuit-wires connect tothe binding-posts on the top of the A stop-collar,

' Referring to Fig. 1, it will be understood that the contacts H 1-1 are placed at the top and bottom of thcshaft at points a little be: yond the normal travel of the car, so that,

hence, if at any time the car travels up beyond the normal limit it will strike the bent rod ofthe upper contact H, and thus raise the same and close the contact, which will at once close the circuit from. the battery I on the upper 'magnet-,F, and the current will therefore take thefollowing course: From battery I, by wire 20,131; armature-coil of magnet F, thence by wire 21 to contact, H, and from contact II, by

wire 22, back to opposite side of battery. Hence this closure ofthe circuit will at once throw oil the armature-detcnt s and release the weighted lever 1-, which will fall and close the stop-valve I), and thus shut ofl' the flow of water from the tank to the cylinder, and thercb y stop the further rise of the car. The e'lasticity of spring 57 will allow the rod to movea short I distance with the-car after the contact is closed, and before the movement of the ear is checked by the closing of the valves, as will beunder- If, on the other hand, the car moves beyond its limit in descending, it-will strike the lowercontact, H, and'therefore close it, as before described, and cause the current toflow to the lower magnet, G, and therefore close the lower valve, 0, and thus prevent the further exhaust of the water, and therefore stop the descent of the car. \Vhen the contact H is thus closed, the coursc of the current will be as follows: From the battery I. by wire 23 to contact 1-1., thence by wire 24 to magnet G,and returning by wires 13 and to opposite side of battery. A

The contacts K K at the ends of the cross head guides consist, as shown in Fig. 1, of simple spring-tongues scparatedfrom a metal 'baseplatc, the tongues being placed in the path of the guide-roller gat points a little beyond the normal limitsof the travel of the cross head; hence it the cross-head moves out be yond its normal limit it will close the outer contact, K, and the eurrcntwill now flow from the battery I by wire to magnet F, and thence by wire 28 to contact K, and from con tact K by "wire 29 back to battery, thus energizing the magnet F and causing the upper stop-valve, D, to close and stop the further ad vance of the cross-head and the rise of the car, as before described. If the cross-head moves too farinward on the return-stroke, the roller 9' will close the inner contact, K, and the cir- Lcuit will then flow as follows; From battery I by wires 23 and 25 to magnet G, thence by wire 26 to contact K, returning by wire 27 to to stop the motion in opposite side of battery, thereby energizing magnet G and causing the lower stop-valve, G, to become released and closed, thus preventing the further retreat of the piston and drmcent of the car. It will therefore be seen that the upper stopwalve, 1), stops the motion of the car going up, whilethe-lower stop-valve, 0, stops the motion going down, and that the magnets of these valves are placed in two circuits, one of which is controlled by the contacts in the shaft operated by the car, and the other of which is controlledby contactson the piston-guides operated bythe cross-head. If desired, however, but one valve may be used both directions, as shown in Fig.7, and hereinafter described, and but one set of circuits and contacts may be jusedeither those on the shaft or those on the enginebu t the use of both is considered'safest, as one acts as acheck on the other.

Referring to Fig. 1, it will be readily seen that the safety guard-bars described in my aforesaid patent, No. 324,751, may be-intro: duced in the circuit of the magnets F- G, so that should any personcollide with the guardbars in attempting to enter or leave the moving car the movement of the colliding bar will close the circuits on the magnet F or G, and thus close the appropriate stop-valve and stop the motion of the car before the person can be crushed. To illustrate this applicatioml have shown a yielding gnard'bar, t t, at the top and. bot tom of the car, said yielding bar (which is a flexible cord or wire) beiugfixed at one cnd,while theother end is'onnected to one member of normally-open contacts u u on the car similar to whatis shown in Figs. 2 and l of my aforesaid patent. These contacts are placed in the circuits of the magnets F G, but

by a different course scribed. It will therefore be seen that if any obstructions lic inthe way of the car in going up or' downcollision will be made with the bar 6 or t, and the contact IL or a thus closed, and the magnet F or G thus thrown into cir-' cult to close either valve C or D to stop the movement of the car before any damage can be done hysuch collision .on the principle claimed in my aforesaid patent.

Besides the different means just described for antomatically closing the stop-valves G D,

I. also prefer to provide the car ivith pushhnttons 8 and it and with a switch, w,whereby the circuits on the magnets of either or both valves may it willthereforebc seen that when the buttonis closed the current will flow-non battery I magnet F, end

to stop the up moti' scribed. The pushbutton 11 is connected between the wires 7 and 12, and 'when the button is closed current will flow,as before,th rough -matically shifted to stop 'from' that already de-- he closed manually'to stop,

the car intentionally at any point, shouldsomc emergency require it. flThe pn'slrbutton S is connected between the wires 7 and 9, and

,begalso' seen that between the main .v and conseqnently'wherr-it is closed it will-prc vntthe movement wire 7 through pnsh-button to wire i2, thence to magnet, 'Gandfrom magnet bywires 24,

25, and 23 to opposite side'ofbattery -I; Consequently magnet G will be energized and the valve 0 will be closed to stop' the down mo-- tion of the car. The switch w has-oneeud connected to wire9, and has two'sea'ts, 14 and 15, connected, respectively, towires Consequently if the switch is moved onto the seats 14 and 15 the circuit will be closedwith bot-h magnets, as will be readilyseen-by tracing the connections,'and hence both stopvalves will be closed instantly, and the-car restrained from motion up ordown;

'i-and 12. 75

The advantage of having distinct 'valve'sCf and D to control the up and'do'wn movements; and distinct push-buttons 118 to govcrnthe magnets thereof, is that; in casean obstruc= tion or accident is met with during the'travel" of the car in one direction,

lowed to move in the opposite direction by shifting the main valve B, and whenrthe'car is moved opposite the next door it can be the car can be in .stantly stopped in that direction and then al m instantly pp dbyt wn e-s le other I; push-button, thus allowing the' passengers to get out as soon as possible aft-er the diseovery f of any derangement.

The dotted lines conue ctingFigs 'll'and 2 will,

show that, if desired, the solenoids k 'k',which govern v placed in c-ircuitwith the contacts I! H or K K, so. that when normal limitsthe main valve will be auto the further movement of the-car.

the car moves beyond its the act-ion of the main valve'B, mayj'bej too ' Referring to Fig. 2, it will be nnderstoodthat" the small engine Z,

pressed air, the pipe a, however, I

for working ft'he finaijn ,valve B, may be snpplie'dwith steamforfcomif or with water'nnde'r' press refrom or other motive, fluid. In Fig. ,1, f show an air-compressing device operated by the movement of the main cross;

head to supply the valve-enginel.- InIthis device :1: represents an air-pump with a gra'vi- I tating piston connected with an elbow-lever,"

no, one arm of which liesin the pathof the' crosshead g when nearthe end of itsstroke, so that at each return I p head the pump is operated to compressair into the reservoir y,

back contact, K, on

1 l 5 movement ofthb, Crossffr'on which thevalve cnginelis supplied bypipey Z thesame-as shown 'in Fig. 1; butt-he frontleonf tact, is of the character shown in Fig. 11,

except thatthe contact-bolt is connected with a lever, z, the tip ot-which lies in the path of a projection on" the cross-head when at the'end of itsiouter movement, ,In this ,FigQ'i it will the stop-valve G is placed of the is in this case presumed tion. This vdlve G force to operate them,

alveB and the cylinder A, 1

(Bill'- in either-dime, l

valve is opened, and the piston c" and weighted lever r'are raised, the latter parts some accident has occurred,

may be readily traced being held by the amnaturc-deteut s. The valve e has also a weighted valve-lever, c which is normally raised and held by the lev er c,wh1ch is engaged by a shoulder on the tip of the lever 'r. The. magnet G, which corresponds to the magnet G in Fig. 1, is in circuit with the contacts at top and bottom of the shaft and on the cross-head guides; and

of said cont-acts are'closedhence when any the'magnct G will attract the .deten-t s, and thus release the weighted leverc" and allow the same to fall, thus opening the valve 6 and admitting the water-pressure on the piston c, which will forcibly close the valve 0 and stop the motion of the thus, close anelectric .bell circuit, q q, and ring a bell, q, to give notice to the engineer that to stop the appa-, ratus. The course of the current to the magnet G, when the dificreut contacts-are closed, by referring to Fig. 7. Thus when the upper shaftcont-act', H, is closed,the current will flow from battery Iby' wire '36 to contact H, and by wire 37 to magnet G, and thence return by w'i re 33 to battery. If contact H is closed, the current will flow from battery I by wire 3410 contact H, thence by wire 35 to magnet G, and return by wire 33,-as before. \Vhen contact K is closed, the

current flows out of battery by wire 38 to coir tact, thence by wire 39 to magnet G, and re turns by wire 33. 7 If contact K is elosed,current flows thereto by wire 40, thence by wire 41 to magnet G, and returns by wire 33.

In addition tothe aforesaid circuits with magnkts G l also'prefer to carry a wire, 30, from the battery I to the fixed end of thecable h, and from the our end of the cable I extend a wire, 31, to 'a push-button, 11, in the car E, and from the push-button I carry a pendent looped wire or cable, 32, to the magnet G,.and complete the circuit through wire 33 to battcry, this circuit being normally open at the push-button 11. By closing the push-button 11, however, it will be seen that the operator in the car can instantly close the circuit-on magnet G, and thus close the stop-valve O to stop the car at any point shouldsome emergency require it, as before described. I

In Fig. 7 I also show the car provided with safety-catches 6O 61, which are normallyheld cut of engagement with the. guides, but which may be released to engage the guides and thus .stop the car when required. These catchesv consist of aspring-bar, 60,on,the-e nds of which are pivoted double-toothed cam-shoes 61, as best shown in Fig. 8, which shoes will engage car in both directions. Then the valveC is thus closed, the descent -of the lever 1'' will close the contacts 1', and

the top of the stem of t'licstop ralvell the stem is raised to open'thc valve, the mag but this lever isxai' an the guide in awedging manner in either direction when released against the same. The toggle-spring 60. is, however, normally bent up so as to withdraw the shoes (ll from the guides,

and are thus held by a chain or band, 62,

wound around a drum, (33, on which. a brake band, 64, is tightened by a lever, (16, to hold said spring up. This brake-lever is engaged by the detentdever 65, which carries a coiled armature which is attracted by the permanent or polarizcd'magnct N, thereby holding the safety-catches out of engagement during the continuation. o'f'saitl attraction. I also provide the car with a governor, R, which is .drivcn by the moven'iehtof the ear in any suitable way-for'exainple, from a friction-wheel, T, which rolls on the guides and, is suitably geared to the governor, as illustrated. The,

movable collar of the'governor is connected to a contact-lever, S, which is connected by wirc'70 withv the wire 3101 with the cable, as shown. A contact-seat, 71, below the tipof the lever S isueonnected with one endojf the armatnre-c'oil'of magnet N, while the other end 01 the ccil'conneets by wire 72 with wire 32.

It will therefore be now seen that in case the car at any timeacquires-au abnormal or dun-f, gerous speed-in movingnp ordown the action of the governor will move the lever S and close contact 71, and thus. close circuit on magnet N,which will at once release its armature and thus allow the DIQkD-JQVCY'GG to fall and thus release the safety-catches and stop the car in the guides. At the same instant the cir cult will also be closed on the magnet G and the stop-valve 0 closed to stop the movement of the engine simultaneously with the car. When thexcontactjl is, thusclosed, the course of the currentmaybe tracedta s follows: Erom battery I, by wire 30, to. theca-hle Ii,.a3 'n d by.

the ,car acquires,aiiabncrnial' speed at any time, aswillbe understood.

Referring to Fig, 9,.it will .besecn that I have shown the magnetl? attached directly to Vhen wire 7010 lever S and contactfliij tlie to net will adhere to a fixed. soft-iron ariiiatiire, I

(shown above the magnch) and thusholtt the .valvcopen flbut as soon asa' currentis sent cjice' this forni of valve and mag ibstitiitcd for that-shown at F 1) ur c-i1 P ,I inliig.

I god to beattracied directly byfthepolztrizcd magnet (l, so as to land thus close the valve, as shown 3 d leveryr, as in Fig. 1';

normally hold tlielererraiscd and ljllC'Vttll'G.

Open by permanentjitiagnetisml .Vhena enrshown.

'In Figs. "land? ,I have shown my automatic electric stopping.mcchanism for limiting the movementolI -the car applied to a hydraulic elevator, inwhichthe clcctro-magnet acts to 10 close a v alveto shut oil" the flow of the motive fluid to th'e cngine; course be applied without any substantial change to .elevatorspropelled byany other form of motor orby any other mechanical r 5 means. i

In Fig. 1]. I have shown thestop mechanism applied to hoisting machinery driven by belts. In this-case 1? indicates the winding-drum of the elevator'or hoist and U the worm-shaft which revolves the drum, this shaft being providedwith the fast pnlley'SO and the loose pulleys 81 82,

83 is a driving-belt having mi tion in one direction and St a belt having motion in the :5 opposite direction, while 85 and 86 represent the belt-shippers thereof. These belt-shippers areprcsnmed to be connected in the usual t1nanner,(not shown,) with the check-ropeex; tending to the car, so that by properly opero ating said check-ropcithe shippers may be so setas to throweither belt onto the fast pulley S0, and thus'fraise or lower the car, or throw both belts'oil the fast pulleyfonto the loose ones to stop the IQOVCmBIItOf the car. Each shipper is, however; alsocon'nected by chains 87 88 to alever, 89', which is engaged by a weightedelbow-lever, 90,.which is in turn engaged and held up by the armatnre-dctent lever s,'which is held attracted by the stop- 0 magnet F with the same eifcct, as shown at F s ingFig. 1. The armature-coil of this magnet F is of course placed in circuit with the.

contacts Hll on the shaft, is sufficiently indicated by dotted'lines connecting Figs. 7

and 11. ltfivil'l now be seen that the chains 87 S8, lictweenthe shipper and the lever 89,

will allow the shippers to be moved back and forth by the check-rope mechanism to control the movements of the car without-affecting the position of the levers S9 90 or the detent 8.- If, however; the car moves too far in the shaft, aud 'thus' closes one'of the contacts H H, the circuit will be closed on magnet F and the armatnre dclent s will at once fall and release thewcighted lever 90, whiclninfalliug, will move the lever 89, as shown by dotted lines,

and thnspull on whichever chain happens to be taut, and thereby shipper and thus remove whicheverbelt happ us to been the fast pnlley'back onto the toes pan-by; and thereby-stop; e movcment hefc'av, as wi'llfhe readily 1 ehended.

Itivill- .bc understood that any equivalent electric motor devices might be used. in place "of the elective-magnets shown-thatis, any de vicc'in'which mechanical force istproduccd by electricity; but at present} consider electroinotor device, and at the poses,

but the invention may of close a sto yvalve or sto 1 )in 1 a move the corresponding rang cd rclati tithe cl vat magnets the only desirable form of electro-. 1 I same time where I claim magnets I assumejt'to be understood that I also include equr alents thereof.

ltjwill be noted'that inmost instances I em ploy polarized electro-inagnetsin an opencircuift, which have great advantages for'my purfont' consuming current, and when the circuit is closed they have the "advantage of releasing their armatn res very quickly, which is a great advantage in the stopping mechanism shown; but of course a closed circuit with normally closed contacts and normally-energized magnets might be used, itdesired.

It will he seen that the governor It and its adjuncts, as shown in Fig. 7 maybe driven by the movement of' theengine as well as by themovement ofthe car, and it will be ob served that the employment of a governor to device through the agency of a magnet aint-electric circuit forms one of the novel features of my invention.

It will be readily seen that the sioppiiig-con tacts' 11 K on'thc shaft or engine may also be in circuit with the magnet N ofthe safetycatches on the car, so that when said contactsarc closed by thcmovenients of the caror' cuginc beyond the normallimits the safetycatchcs on the car will be released to'stopthc same. I i

Referring to Figs, 1 and 7, it. will be seen thatthe weight with 'which the 'valvedever 1" is loaded is connected to the lever by an interposed spring,. of the weight and prevents shock; \Vhat I claim isi 1. The combination,

as they hold constantly during the nor- 'malcond-ition ot the elevator apparatus withwhich cushions the momentum I t l 51C with an elevator carand mechanism for stopping the: same, of a magnet operaiivcly connectedjwith the stopping mechanism and arranged to normally hold the samcinaetive, and/an electric circuit connectcd with said magiiet provid-ed with a con tact or contacts arranged relatively to the tcr-' minat movements of the hoistingfiipparatns, substantially as herein described, whereby the terminal movement of the apparatus beyond the normal limits 0 ierates said contact and g the stopping' causes the magnet te release mechanism to stop furthermovement.

2. The combination with an elevator-ear and itshoistingengine or machinery, oi'a valve or equivalentstoppipgdevicc for stopping the motion-of the engine, a magnet arranged tenor-'- mally hold said stopping device inactive-and an electric circuitcon'nected with'said magnet and provided with a contact or contacts so ar;

vel y or engine inovesfhcyondtits normalflimits said contacts are operated and the magnet actuated to release thestopping;device'tostopfurther movement. 3. The'combination; wlt-h an elevator-car to the terminal movements" 1g apparatus that in case the cari and its'vhoistingcngine, of a valve orstopping a g g i I 10,838

devicefor stopping said engine, with amaguct operatively connected with the valveor stopping device and arranged to normally hold it; nactive, with one or more electric contacts on the shaft iuthepath of the car when near the can offi'ts movement, andau electric circuit -betwecn saitleouta'ets and magnet whereby 'thc'movclnent of the car beyond itsnoi 'mal limits operates said contacts and thus actuates the magnet to release the stopping device to V stop the car, substantially as herein set forth.

Y purpose set forth.

4:; The combination, with an'elevator-en giue, of an independent safety stop-valve, 0,

arranged between theeuginecylinder and its main valve B, and an electric motor device operating said valve,substantially as shown and described.

* 5. The combination, with an elevator-engine,

ofa safety stop-valve arranged to check the niotion thereof, a loaded lover arran ed to close said valve, adetent arranged to hofil said lever inactive, and an eleetro-magnet arranged to release said dcten-t; substantial] y as and for ,tlie

6. The eombinatiomwit'h an clevalorear and its hoisting-engine, of a valve, Cycontrolling the down motion of the car, and valve D, to control the up motion of the ear, with magnets F G, arranged to hold said valves open, with a distanee'from' said valve and magnets, and an electric circuit in which said magnets and circuit opening and closing devices are ineluded, substantially as herein set forth.

8. The (IOlllbliltltiOll,Wllll an clcvatoncar and its ihoistingrengine, of a valve or its cquivalent controlling the'stopping and starting of the engine, with a magnet or magnets arranged to controlthe shifting of said valve, an electric circuit extended 'fromsaid magnet to the car, andmeans for breaking and closing said. circuit in the can-substantially as herein set forth. i i

9 The combination, with an elevator-caraml its hoisting-engine, of, a'balanced mechanical valve coutrollingthe movements thereof, an

'e'ieetro magnet or magnets arranged to control the movement ofsaid valve, and an electric circuitextended from said magnets, and

means for breaking and clo'singsaid circuit at a distance fromlsaid engine, substantially as '10. The combination,'with and an electric circuit extended from said magnets to the car, with means for breaking and closing the circuit; in the cars 11. The combination, with ,an elevator-car and its hoisting-engine, of a valvecontrolling the motion of said engine, asniall fluid-pressure lnotor operati v e1 y connected to said valve, and an electrically-actuated auxiliary valve controlling said valve-motor, and operative electric eonnections'extended to the car, substantially as set forth. i

12. The combination, with an elevator-car and its hoisting-engine and a. valve controlling the movements of said engiueQof a small fluid pressure motor operatively connected to saidiengine-valve, an auxiliary valvccontrol-f ling said valve motor, and an'electro magnet i I ot magnets operating said auxiliary valve, substantially as herein set forth,

'13. The combination, with anelevator-ear I and its hoisting-engine and a main valve con trolling the said engine, of a small fluid-pressure motorexternal to said main valve, oper ativelj connected therewith, but supplied with motive fluid separately therefrom, and an, in

dependent auxiliary valve" controlling said valve-motor, substantially as shown and described.

14. The combination, with anelevator-car and its hoisting-engine and a main vvalve controlling the motion of said engine, of a motorcylinderv closed at each end and a double-acting piston working thereinand operatively connected to said valve, with double-acting auxiliary valve-controlling induction and eduction ports'between said cylinder and a source of motive fluid,- and an electric motive device or magnet actuatingsaid auxiliary valve, substantially as set forthM v 15.- The combination, with an elevatoh-em gine, of asmall-fluid-pressnre motor, such as.

l, and an electrically-actuated valve controlling the motion-thereof, with-the main valvecylinder 13 connected to said enginerthe double piston-valve b b in said cylinder, connected to I and actuated by said motor, and the ports a c d in said cylinder, arranged and-operating substantially as shown and described,

16. The combination, with an elevator-car and its hoisting-engine and a main valvocoutrolling the engine, of a small-double-ucting fluid-prcssure motor connected to'and operating said valve, an auxiliary double-acting induct-ing and exhausting valve controlling said motor, two electro-magucts arranged, respectively, to move said valve in opposite directions,' and circuit-connections operating 'the magnets, substantially as herein set; forth.

17. The combination, with an elevator-car direction,substantially as and for the purpose setforth.

and its hoisting-engine, of avalt'e or stoppin g v '18. The combination, with a suddenly-releasable valve, such as ,0 or D, controlling a fluid-passage, of an operating bar or lever arranged to actuate the same, 'a-detent holding said bar inactive, and an actuatingweight hung to said bar by an interposed spring, substantially as shown and described.

19. The combination, with a motor or en- ,gine, such as l, and a valve controlling the same, of two fixed electro-magnets arranged to shift said valve in opposite directions. and

the fixed stops i, limiting the attracting mo v tions of said magnets, substantially as shown and described. l 20. Thecomhination, with an elevator-car device to stop' the engine, and a governor respondingto increases 'of speed in the movement of the car or engine, with an electric con tact 0 eratively connected with a movablepart c the governor, a magnet operatively connected with the stopping device, and an electric circuit between said magnet and con,- tact, arranged and operating substantially as and for the purpose herein set forth.

21. The combination, with an elevating'apparatus and with a stopping device or devices for stopping the motion of the same, of a polarized electro-magnct arranged to hold the stopping device normally-inactive by the attraction of permanent magnetism, with :1. normally-open electric circuit connected with the coil of said magnet, and means, substantially such asset forth, for closing said circuit in emergencies, and thus neutralizing the magnet aud releasing the stopping'device.

22. The combination, with an elevator-envalve/thereof, 0! a small fluid motor or engine foractuating said valve, and a fluid-pump for supp} ingsaid engine, having-its piston con: nccted "to an actuatiugdeviee arrangedin the 'gine and with the main stopping and starting" path of amovable part of the elevator-engine and operated thereby, substantially as herein shown and described. g ROBERT, M; CURTISS. Witnessesr J N0. E. GAVIN,

CHAS. M. Blooms.

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