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Publication numberUS2193609 A
Publication typeGrant
Publication dateMar 12, 1940
Filing dateDec 7, 1935
Priority dateDec 7, 1935
Publication numberUS 2193609 A, US 2193609A, US-A-2193609, US2193609 A, US2193609A
InventorsHarold W Williams, Edgar M Bouton
Original AssigneeWestinghouse Elec Elevator Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Elevator signal and control system
US 2193609 A
Abstract  available in
Images(7)
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

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Patented Mn. 12, 1940 UNITED STATES PATENT OFFICE y ELEVATOR. SIGNAL AND -CONTROL SYSTEM of Illinois Application December 7, 1935, Serial No. 53,378

15 Claims.

Our invention relates to signal and control systems for elevators and more particularly to systems of' this character which include means whereby intending passengers at the landings may eiect the stopping o1' the cars at such landings.

signal and control system which will promote the answering oi' calls andthe loading and unloading of passengers in the most prompt and efiicient manner.

Another object is to provide an elevator system in which the intending passengers may' cause the appropriate car for their intended direction oi' travel to stop without any action on their part beyond selecting the approach they make to the bank of cars.

Another object is to provide a system in which the approach of an intending passenger through an appropriate entrance or a predetermined psition to a bank of elevators at a iioor will not only effect the stopping of the appropriate car for him at that floor -but will also instantly operate a. signal which will indicate to the intending passenger the hatchway door at which the car will stop-so that he may walk directly to that door and be ready to en ter the car upon its arrival.

Another object is to provide a system in which the appropriation oi a stop call by a car for a iloor will prevent any other car from receiving that call.

Another object is to provide a quota system for elevator groups in which the number oi' stop calls each car will receive during its trip will be limited by a predetermined number of intending passengers either at one iioor or at several iloors.

A further object is to provide an elevator system in which the leading car, after receiving stop signals from a predetermined number of intending passengers on, a trip, will not receive any further stop calls on that trip but the next following .car will receive such additional stop calls as are registered.

A further object is to provide a system which will prevent each of the cars from receiving stop calls for lmore than a predetermined number of passengers during an up trip or during a down trip.

It is also an object of our invention to provide a. passenger counting means which will count onlythe incoming passengers at each iioor. n

The present invention includes, among other novel ideas, the provision of a plurality of light- One object of our invention is to provide a sensitive cells so arranged and connected that the normal movement of the intending passengers at the floors will result in eiecting the stopping of the cars for the appropriate direction for such passengers and at the same time eii'ect the instant operation of the floor lanterns to indicate which car Will stop for the passengers, without the necessity of the passengers operating any push buttons or switches.

For a better understanding of the invention, reference may be had tol the accompanying drawings, in which:

Figure 1 is a View in perspective of the entrance to a bank of elevator cars at a iioor,.and includes a plurality of light-sensitive devices for controlling the stopping of the cars and the operation of the floor lanterns in accordance with our invention;

Fig. 2 is a top plan View of the light-sensitive cell arrangement shown in Fig. 1:

Fig. 3 is a representation of a counting device for counting the number of passengers entering l the entrance to the elevator landing;

Fig. 4 is a diagrammatic representation" of a. plurality of inductor relays and theirinductor plates associated with each car for eiecting its deceleration and stopping as it approaches a landing;

Fig. 5` is a representation of the contact segments and b rushes on a floor selector for the cars:

Figs. 6, 7 and 8 collectively constitute a diagrammatic representation, in what is known as a straight line circuit, of the signal and control system employed in operating the elevator system serving the floor landing shown in Fig. 1; and

Figs. 6A, '7A and 8A collectively constitute an explanatory illustration .of the relays embodied in Figs. 6, 'l and 8.

'I'he illustration of the relays in Figs. 6A, 7A

and 8A shows their coils and contact members disposed in horizontal alignment With their position in the straight line circuit of Figs. 6, 7 and 8, so that the reader may readily determine the identity of any relay, the number and kind o f itsA contact members, and the position ofits coil and its contact members in the straight line circuit. Inasmuch as the relays for car B are the same kind as used for car A, the car i3 relays have not been shown in Figs. 6A, '7A and 8A, thereby saving considerable space in the drawings.

-For convenience in reading the drawings, Fig. 7 should be placed under Fig. 6; Fig. 8 under Fig. 7; Fig. 6A beside Fig. 6: H8. 7A beside Fig. 7 and under Fig. 6A; and Fig. 8A beside Fig. 8 and un er Fig. 7A.

Refe ng more particularly to the drawings, we have illustrated an elevator system embodying a bank of cars with the wiring diagram developed for two oi' the cars A and B. The cars are disposed for serving five oors or landings, similar to the landing shown in Fig. 1. 'I'he cars are suitably suspended by cables and B8 which n pass over hoisting drums 9 and B9 respectively.

The relays for car B are given the same designation as those for car A with theletter B preilxed thereto. The letters Uv and D indicate the upand the down direction. The preiix numerals indicate the oors. The sufilx numerals indicate the contact members of the relays. For instance, the term B3UR3 indicates the contact members for the third iloor in the up direction for' the call registering relay for car B.

Referring to the control system for car A (Fig. 6), the hoisting drum 9 is directly coupled to an amature It of a hoisting motor II, the field winding I2 of which is connected for constant voltage energization to a source of supply designated as the supply conductors L-i-I and L-I. It may be noted that the supply conductors are extended throughout Figs. 6, Z and 8 as L+! and L-S, and L-- and L-B. These supply conductors are disposed to be controlled by a pair of line switches I3.

A variable voltage system of control is indicated as provided for operating the hoisting motor II wherein the amature I0 is connected in a closed circuit with the armature I4 of a generator I5. The generator is provided with a separately excited iield winding vI6 and a cumulative series ileld winding I'I. A resistor I! is connected in the circuit of the separately excited eld winding It for controlling the speed of the generator. The armature Il of the generator may be driven byany suitable driving motor (not shown). .In-

- -l asmuch as driving motors .for motor generator sets of the Ward-Leonard type indicated, are old and well-known in the art, no further description thereof will be given.

A spring operated brake i controlled by a brake lmagnet I is provided for applying a braking eiiect to the hoisting drum l when the car is brought to a stop, the brake magnet 6 being energized.

to release the brake when the car is running and being deenergized to apply the brake when the supply of power to the car is cut oil'.

The direction and speed of the hoisting motor II may be suitably controlled by controlling the. direction and the value oi the excitation current supplied to the separately excited ileld winding I0 of the generator, I6. y

The direction of the excitation currentfor the field winding II may be suitably vcontrolled by means of an up direction switch U and a down 'direction switch-D, while the value of the current supplied to the iield winding may be controlled by meansof a high speed relay V which controls the resistor Il.

The operation of the up direction and the down direction switches Il andi), as well as the .high

. ,Y speedrelay'V may'be controlled by means of a 70 switch CS in the car.v This switch is so arranged that, ifthe car attendant moves it from its center position in a counter-clockwise directon,"the up direction switchy U will be energized to effect themoving of the car upwardly. It the switch is moved lfrom its center position in a clockwise direction, the dcwnnirccncn switch n will be energized to eect the moving of the car downwardly. Hence, it is seen that the starting of the car in either direction is effected by the car.

attendant operating the switch CS for the direction desired.

The car may be decelerated and stopped level;

with any floor it serves by the attendant center- I ing the car switch as the car arrives at the point The inductor landing system for car A includes a decelerating inductor relay E and a stopping inductor relay F for causing the car to be automatically decelerat'ed from its high speed and brought to a stop at an exact level with the floor.

The decelerating inductor relay E is mounted on the car A (Fig. 4) in position to cooperate with an inductor' plate UE for the up direction 'and with an inductor plate DE for the down direction. The stopping inductor relay Fis mounted on the car in position to cooperate withan up inductor plate UF and a down inductor plate DF. -The inductor plates are constructed-of magnetic material and are mounted in the hatchway in position to cooperate with and open the contact members of the inductor relays on the car when the relays are in an energized condition as the car approaches a stop at any landing.

For simplicity,- only one set of inductor plates for oneiloor has been shown, but it/will be understoodthat a set similar to that shown may be provided for each floor served by the car intermediate its upper terminal and its lower terminal. If desired, a set of inductor plates corresponding to the inductor plates UF and UE may be provided for the upper'terminal oor and a set corl responding to inductor plates DE and DF may be provided for the lower terminal iloor.

As shown, each inductor relay is provided with two sets of contact members. For an up stop,

the contact members El of the relay E cooperate with the inductor plate UE in decelerating the car and the contact members FI cooperate with the inductor plate UF in stopping the car after it is decelerated. For the down direction, the contact members Eloi relay E cooperate with the inductor plate DE to decelerate the car and the contact members F2 cooperate with the inductor plate DF. in stopping the car.

The contact members just described are so connected with the up direction and the down direction switches and the car control circuits that, Vwhen theinductor relays are energized to decelerateanfd stop the car at a door in the down direction, the contact members E2 will open as they pass the'inductor plate for that floor and will thereby decelerate the car and the contact members F2 .will open as they pass the inductor plate DF and thereby stop the car at-the floor. The contact members. El of relay E and the contact members FI oi' the relay F are opened by the inductor plates UE and UF, respectively, when th stop is to be made in the up direction.

When the inductor relays are energized to decelerate a car to a stop, it is desired to main tain them in that condition until they operate to bring the car to rest.

A slow-down holding relay G is provided for this purpose.

After the inductor relays are energized for a stop, they will remain energized until restored, even when their contact members are opened by passage near the inductor plates. Therefore, an inductor restoring relay M is provided for deenergizing the inductor relays of the car after a stop has been made and also for so interlocking them that they can be energized only while the car is moving.

Centering of the car switch will energize the inductorrelays, so the car attendant may, by centering his car switch effect the stopping of the car level with the next iloor.

It will be obvious that the inductor plates for each floor must be located suillciently in advance of that floor to permit slowing down and stopping of the car at that oor. It will also be obvious that the car attendant must center his car switch for a stop at a floor at some point before he arrives at'the inductor plates for that floor. Inasmuch as these distances will vary in each system in accordance with the characteristics of the elevator, no denite distance can be here given, but any elevator engineer fairly well skilled in the art will be able to place the plates in their correct locations in each installation.

AV door operating relay is provided for effecting the closing of the hatchway door 23 for car A when the car leaves a landing after making a stop thereat. The relay 45 is controlled by the car switch CS. Inasmuch as the door operating mechanism to be controlled by the relay 45 is old and well known in the art, it is not shown in the drawings and no further description will be given. a

A plurality of floor lanterns are provided at veach floor to indicate to the intending passengers at the landings which cars will stop and their direction of operation. The up lanterns for car A at the lower terminal and the second, third and fourth oors are indicated respectively as IUL, 2UL, 3UL and 4UL. The down lanterns for the upper terminal and the fourth, third and second iloors are indicated as 5DL, 4DL, 3DL and IDL.

As stated above, the car attendant may stop the c ar at any iloor desired by centering the car switch as the car approaches that floor. However, inthe present system it is desired to provide means by which the intending passengers at the floor landings can effect the stopping of the next approaching car for the direction they desire to travel, irrespective of the operations by the car attendants. In practicing our invention we effect this desired result in a novel manner by providing means whereby the approach of the passengers to the car entrances at a landing through an up entrance will stop the nearest approaching car for the up direction and through a down direction entrance will stop the nearest approaching car for the down direction. By the term nearest approaching car we mean that car whose position, direction of operation and dis- .tance from said iloor will permit the car stopping means to stop it at that floor when it arrives .thereat. In other words, it means the nearest car for the desired direction which is still capable of being stopped at the floor at which a stop call is registered at the time the call registered.

In practicing our invention we provide means whereby the approach of the intending passengers at the floor landings will eifect the stopping of the cars at such landings without any additional action on the part of the passengers i beyond directing their steps through an up entrance, or a down entrance in accordance with the direction they desire to travel. As shown in Fig. 1, (which may be taken as the third floor landing) each landing is provided with a plurality of hatchway doors 23, one for each of the cars. an up entrance 5l)A and a down entrance 5I. An exit 52 is disposed between the up entrance 5U and the side wall 53 and an exit 54 is disposed between the down entrance 5l and the side Wall 55. The entrances are suitably divided by standards 56', 51 and 58. The down passengers should pass through the down entrance 5|, the up passengers should pass through the up entrance 5U and the outgoing passengers should pass through the exits 52 and 54.

In order that the approach of the passengers through the up entrance or the down entrance at each landing may effect the stopping of the appropriate car for the corresponding direction, we have provided a plurality of passenger operated controls or light sensitive devices mounted on the standards 56, 51 and 58. These control devices comprise a pair of light-sensitive cells UQ and UT located on the upper part of the standard 56 and a pair of light-sensitive cells DQ and DT located on the upper part of the standard 58. The cells Ut and DT may be called call preparing cells and the cells UQ and DQ may be called call operating cells. A suitable lamp 6D is disposed in the upper portion of the standard 51 for the purpose of throwing light rays toward the light-sensitive cells UQ and UT on the up standard 56 and the light-sensitive cells DQ and DT on the down standard 58. A plurality of suitable lenses 6| are disposed adjacent to the lamp 60 for the purpose lof concentrating a stream of light rays directly upon each' of the light-sensitive cells. These light rays are indicated by the numerals 62, 63, 64 and 65 (Fig. 2).

'I'he light-sensitive cells are associated with amplifiers and relaysl in such manner that a. person going to the elevators and passing through the up entrance will intercept first the light rays 63 from the lamp 60 to the cell UT and then intercept the light rays 62 from the lamp 6U to the cell UQ and thereby effect the registration of an up stop call for the nearest approaching car. The lamp rays and their relay are arranged in such order that the persons pass--` ing outthrough the up entrance 50 will not cause the registration of a stop call. Similarly, if a down passenger enters the elevator corridor through the down entrance 5 I, he will first intercept the light rays 65 and then the light rays 64 and thereby effect the registration of a down stop call for the nearest approaching down car. Also, if the passenger walks out through the entrance 5I, the arrangement of the light ray cells and their associated relays are such that no down call will be registered.

I'he lower portion of Fig. 8 of the drawings represents the circuits for the lamp 60, the light sensitive` cells, and their associated amplifiers and relays. The amplifiers associated with these relays are respectively indicated by the numerals 10, 1I, 12 and 13. The relays associated with the up light-sensitive cells UT and UQ are respectively a call preparing relay 3UW, a call operating relay JUX and a c'all preventing relay 8UY. The relays associated with the down cells DT and DQ are a call preparing relay SDW, a call oper- The entranceto the landing includes f It is to -be'understood that although any suitable system of light-sensitive devices may be utilized in our present invention, the arrangement indicated in' the drawings is believed to be preferable and to embody certain novel features as to the provision of the relays and their connections with the cells so that the system will respondA only to the movement of intending passengers through the entrances toward the elevators and will not respond to the movements of passengers away from'the elevators. It is also to be understood that the light-sensitive system shown in the lower portion of Fig. 8 is for the third iloor only, and that a similar system is provided for each of the 'other intermediate iloox's. Ii' desired,

a pair of light-sensitive cells DI' and DQ may be provided for the upper terminal and a pair of light-sensitive cells UT and UQ may be provided for the lower terminal.

'Ihe means for registering stop calls for car A includes a plurality of call -registering relays,

. call to be cancelled and its call registering relay to be restored to its normal condition. The cancellation coils are indicated at IUC, 2UC, 3UC and UC for the up direction, and as SDC, IDC, BDC and IDC for the down direction. ',I'he relays enumerated are for car A, and it is to be understood that each car lis provided with its own call registering relays.

In order that -the call registering relays may be effective to stop the car, a stopping `relay S is providedl for energization by the joint. action of the call registering relay lfor a door and the approach o! the car within a predetermined distance loi' that oor. 'Ihe stopping relay for car A is indicated by the reference S and'when it is energized it closes a circuit for energizing the inductor relays E and Fto eifect the stoDPinS of the car in the. e manner v as they may be energizedby the ycentering of the car switch.

The relay S may also be called a means functionally relatedto the stopping of the car because it Vmay be used to operate a signal device |03` vin the car to indicate to the car attendant that he should immediately center his car switch for a stop at the next floor'at which the car can In the present system it is desired to have the floor lanterns light to indicate which car will stop at a landing as soon as a stop call at that landing is registered by the approach of arr-intending passenger to the elevator doors, so that the passenger will know immediately which car will stop ,for him and keep on walking toward .completeround trip Vshaft travel of all cars into as many signal zones asthere are cars operating.

Each call registerl aisance.

4Ihey'assign one zone to each car. That acne is the zone in advance of that cars motion up to the next car in front of it. The zone i'or each car is elastic 'and keeps moving along with the car, its length being determined by the position of the car itself and by the position of the next car ahead. 'I'he zone relays are operated by the vcars in accordance with their position. For ear A, the zone circuit controlled by the zone relays is designated as 01:l that for car B as B61 (Fig. '1).

After a stop call is registered on a call registering relay of a car, it is desirable to prevent any other car from picking up the same registered call. A plurality of preventing relays are provided for this purpose. They make the system selective and keep more than one car from getting a call. The preventing relays are common to all cars and are designated IUP, 2U?, 3UP and IUP for the up direction, and SDP. lDP, 3D?, and 2DP for the down direction.

In the operation of elevators, it is desirable to prevent overcrowding of the cars. Therefore,

we have provided a counting means or relay re- A sponsive to the registration of stop calls and to the passage of intending passengers through the up and the down approach entrances leading to the cars at each oor for limiting the number of stop calls registered for any car during one trip between terminals in accordance with a predetermined number oi' passengers. This means comprises a counting device 1I, as shown in Fig. 3. The counting device is so connected with the Acontrol system that when a predetermined number of intending passengers have caused it to be operated, it disconnects the car with which it isassociated from the zoning system and from receiving any fu'rther stop calls from the passengers until the car reaches its terminal and resets the counting device for the next trip. An up counting relay for up trips and a down counting relay for down trips are proa cam 19 on a shaft 80 operated by the ratchet wheel, and two pairs of contact members- UHI and UH! disposed to be opened bythe cam member when it reaches a predetermined position. The pawl .1i moves the ratchet wheel andthe cam cme step `forward each time it is operated by an impulse of: the coil UH responsive to the entry of one person through an entrance corresponding to the direction of the counting relay. A

lug 8l prevents the cam 19 from going beyond the point at which it opens the contact members. Usually each counting relay is set-or adjusted for a lessnumber of passengers than its car will hold. For instance, if a car will hold twelve passengers, `the device maybe set for ten, so that extra passengers at the oors may be accommodated. A restoring coil UK is provided for restoring the coimting device to its normal condition when the car reaches either terminal.' The coil UK is energized temporarily 'by a limit switch UL operated by the arrival of the car at the upperfterminal, and,` when energized, withdraws aV pawl |01 which-permits the cam 19 to return to its starting position under the action of a biasing spring .83 and 'be ready for counting the intending passengers on the next uptrip of car A. Inasmuch as the counting mechanism 15 included in the counting relay UH is the same in each counting relay, only that for relay UH has been shown in detail (Fig. 3).

When the cam moves forward a predetermined number of steps, say ten, it opens the contact members UHI and UH2 to prevent any additional passengers registering up calls for car A on that trip. A set screw 82 is provided for so-adjusting the cam that it will require a more or less number of passengers to move it to the predetermined point at which it will open the contact members UHI and UH2.

In order that the various control circuits for the iioor lanterns, relays, etc., may be connected in accordance with the position of the cars with respect to the iioors they serve, car A is provided with a door selector SE with its contact segments and brushes arranged, as shown in Fig. 5. Inasmuch as floor selectors are old and well known in the art, it Ais not deemed necessary to show or describe them in detail in this application. However, the outlined plan shown in Fig. 5 will indicate clearly the number of contact segments and contact brushes necessary in the floor selector for car A. Car B will also be provided with a similar iioor selector.

The iioor selector for car A is provided with a set of up contact segments and a set of down .contact segments, arranged according to the floors, and disposed to be engaged by cooperating up brushes 30 to 33, inclusive, and down brushes 40 to 43, inclusive. upon and insulated from a movable arm SM. The movable arm will be operated in accordance with movements of the car by means of a screw shaft 85 which may be driven by some part of the operating mechanism (not shown) of that car. The frictional engagement between the arm SM and its operating screw shaft 85 will cause the arm to bear upon the up contact segments when the car is travelling upwardly and upon the "down contact segments when the car is travelling downwardly, it' being understood that the arm will tilt from one position to the other when the direction of operation of the car is reversed. For a more complete detailed description of the type of floor selector employed, reference may be had to the Smalley and Reiners Patent No'. 634,-

220, granted October 3, 1899.

The group of up contact segments designated as a under the brush 30 completes circuits for energizing the stopping relay to eiect the stopping of the car when a stop call has been registered and the car is approaching within slowdown distance of the door from which the call is registered.

The group. of up contact segments designated as b under the brush 3| are disposed to energize the cancellation coils on the call registering relays when the' car makes a stop at a floor in answer to a registered call.

The group of up contact segments designated as c under the up brush 32 are provided for energizing the' zone relays in accordance with the position of car A. The brush 32 should be large enough to bridge the contactr segments when passing from one to another to maintain the passing zone relay energized until the approaching zone relay is energized. l

The group of up contact segments designated as d under the contact brush 33 are provided for feeding and energizing the zone circuits defined by the operation of the zone relays. The brush 'd should be large enough to bridge the contact segments when passing from one to another. The brushes 32 and` 33 should also be spring The brushes are mounted' mounted and so adjusted that the brush on one side will engage its contact segments before the brush on the other side disengages when the selector arm tilts from theY up to the down side or from the down to the up side.

. The contact segments on the down side of the iioor selector are engaged by the down brushes I to 43, inclusive,` when the car is descending and correspond to the contact segments just described for the up direction, those marked e being the down stopping segments; ,f the down call cancellation segments; g the down zone relay segments; and h the down zone feed segments.

Car B is provided with a similar oor selector which is not shown in the drawings, except that the contact segments and brushes are indicated in the diagrammatic representation of the control circuits in Figs. 6, 7 and 8.

inasmuch as the control system for car B is similar to that just described for car A, a detailed description thereof will not be given.

vThe invention may be best understood from an assumed operation of the apparatus shown in the drawings.

It Will be assumed that car A is standing at the second floor on an up trip, that car B is standing at the fourth iioor on a down trip, and that the line switches i3 (Fig. 6) are closed to prepare the control systems of both cars for operation.

It will also be assumed that the counting devices are adjusted to prevent the registration of calls on a particular car during any one trip after ten passengers have entered the landings during that trip for the direction of that trip.

inasmuch as car A is at the second iloor on an.

up trip, its down iioor selector brush 32 is disposed on the contact segment 2c (see upper portion of Fig. 8) thereby energizing the zone relay 2UZ by a circuit extending from the supply conductor L+ through the contact members UH2, brush 32, contactl segment 2c, and coil 2UZ to the supply conductor L-5. At the same time, the down brush B42 of car B is disposed on the contact segment 134g thereby energizing the down direction zone relay dDZ. The energized zone relay 2UZ opens its contact members 2UZI and 2UZ2 and the energized zone relay 4DZ opens its contact members 4DZI and 4DZ2. The opened contact members 2UZI and 4DZI are disposed in the zone circuit 61 of car A and therefore divide that circuit into two portions, one portion being `a signal zone for car A and the other portion being dead. The signal portion includes the closed vcontact members 3UZI, QUZI and SDZI and is rendered alive by the engagement of brush V33 with the zone feed contact segment 2d sothat stop calls at the floors included in this circuit may be registered for car A. inasmuch as the other portion of the zone circuit 61 is cut oir by the open contact members 2UZI and 4DZI, that portion is dead and no calls can be registered through it.

The opening of theA contact members 2UZ2 and 4DZ2 in the zone circuit B61 of car B divides that circuit into an energized portion and a deene'rgized portion. The energized portion includes the closed contact members 3DZ2, 2DZ2 and |UZ2 and is rendered alive by the down zone feed brush B43 being disposed on the contact segment B4h so that any stop call at the iioors included in this live section may be registered for car B. The

signal zones for the cars are now defined by the zone relays so that each car will receive stop calls for only its own signal zone without affecting the other car in any way.

It will be assumed now that an intending up direction passenger enters the up gate SII at the third iloor. The passenger in walking through this up entrance intercepts first the light rays 63 and next the light rays 62. As shown in the lower portion of Fig. 8, the interception of the light rays 63 extending from the lamp 60 to the light sensitive cell UT aiects its amplifier 10 to cause operation of theup call preparing relay 3UW by a circuit extending from the winding 83 of the transformer TR through conductor 94, the coil JUW, contact members 3UYI, the,amplitler l0 and conductor 95 to the transformer winding 83.

' The energized relay 3UW closes its contact memlay IUX for operation. As the passenger continued through the entrance and interceptedthe lightray 62, he caused the light sensitive cell UQ to soaffect the ampliner 1l that the call operating relay 3UX is energized by a circuit extending from the transformer winding 83 through conductors 94 and 96, the contact members 3UW5, the coil 3UX, amplifier 'H and conductor 85 to the transformer windingl 93. The energized call operating relay 3UX closes its contact members 3UXI, 3UX2, 3UX3 and 3UX4. The closing of the contact members 3UX3 energizes the up Acall registering relay 3UR for car A at the third iloor by a circuit extending from the supply conductor L+3 through the contact members IUW! and 3UX3, the coil 3UR, the contact members SUPI, junction point 91, the contact members SUZI, junction point 98, contact segment 2d and up zone eeding brush 33 and the contact members UI-II to the supply conductor L-3. The energized relay SUR closes its contact members IURI, 3UR2, 3UR3, 3UR4 and 3'UR5. 'I'he closing of the contact members 3UR4 establishes a self-holding circuit for the relay 3UR and the up stop call registered by the up passenger ai the third floor will now remain registered until it is answered by car Avstopping at that floor in the up direction and energizing the cancellation coil SUC. The closing of the contact members 3URI connects the stopping contact segment 3a of car A to a source of supply represented by the supply conductor L-L Inasmuch as the call registering relay SUR has been operated to energize the contact segment 3a, the

lighting of this lamp is enected immediately with the registration of the .up stop call at the third f floor and therefore the passenger is immediately informed as to which car will-stop-for-him so that he may at once. proceed to the hatchway doorcorrespondingtheretoandbereculytoboardl aisance the car when it arrives' and stops for him. The lamp remains lighted until the call is cancelled.

The closing of the contact members SURE (Fig. 8) energizes the preventing relay IUP by a circuit extending from v the supply conductor L+8 through the contact members SURI and the coil 3UP to the supply conductor L-S.' The `energized relay SUP opens its contact members SUPI and IUPZ. e opening of the contact members 3UP2 (Fig. will prevent the registration of a stop call on the registering relayBlUR i'or car B at the third i'loor in the event that car B passes car A and thereby operates the zone relays toplace that iloor in the signal zone of car B instead of car A. The opening of the contact members 3UPI in the circuit of the registering "relayl'BUR has no efiectv on that relay at the present time because it is now-provided with the holding cicuit extending through the contactv members 3UR4 and IUR3.

Therefore it will, be apparent that when a passenger walks through the correct entrance toward the elevator, his action registers a stop call for his car for that floor and lights the correct floor lantern to tell him at which door his-car will stop, so that he may continue toward it and be ready to get on as soon as it arrives.

If no other passengers desire to ride at this time, the car will stop, take on its passenger andl leave in usual order. In other words, it is not necessary to have more than onelintending Dassenger tocause a car to make a stop.

As stated before-however, it is desirable to pre vent a car from receiving 'stop calls for too many passengers, that is, each car should have a quota and not* have to carry over a selectednumber ci passengers during each trip. For this reason. the system is provided with the counting relays and the call registering relay .closed its contact meriibers SUR! when the call was registered on f The closing of the contact members :UR: (Fig. 6) energizes the up counting coil UH of car A by a circuit extending from the supply conductor L+I through contact members SURI, IU'WI and IUXI and the coil UH to the supply conductor L-I. As shown in Fig. 3, and as previously described, the energization of the counting coil UH causes it to pull upward on the counting pawl 16 which thereupon rotates the counting ratchet 11 to move the cam 18 one step (corresponding to one passenger) toward opening the contact members UHI and UHZ. The counting coil UH is energized onlyan instant and then drops its core downwardly but the latchill attached to the core of the restoring coil UK engages the ratchet 'I1 and holds it in the position to which it has been moved by the pawl 1I. By this operation of the counting device, it is seen that the passage of an intending up passenger first registers an up stop call on the registering relay lUR and then actuates the counting relay UHl to move its cam Il one step, representing the count of one er for car A. The counting device of car B is not affected because the -call is not registered on the registering relay o! car B and consequently the contact members BSUR! are open in the circuit of the counting coil BUH of car B.

As long as the stop call remainsregistered onA the third noor for car A, the contact members 3DR! in the circuit of up counting coil UH will remain closed and therefore the coil will be actuated again each time another er walks through the up entrance at'the third hoor. For

instanoaitwillbeaswmedthataseocndi tending passenger passes through the up passageway i0 at the third floor for the purpose of making an up trip. This second passenger nrst interceptsthe light rays 63 and then the light rays 62. The interception of the light rays 63 energizes the relay 3UW and the interception of' the light rays 62 again energizes the relay 3UX as previously described. The energization of these two relays again closes their contact members 3UWI and 3UXI thereby again energizing the up counting relay UH (Fig 6) which raises the pawl 16 thereby moving the ratchet wheel 'I7 and associated cam 19 a second step toward opening the contact members UHI and UH2. By this it is seen how the counting relay UH is operated, by intending passengers passing through the entrance to the cars, in such manner that each passenger for the up direction is counted on the counting device by moving the cam one step forward. That is, the cam moves a step forward for each passenger.

It will be assumed now that the quota for car A has been set at ten passengers and that twelve more passengers pass through the up entrance 50 for an up trip. As they pass through, they intercept the light rays and eii'ect the operation of the counting relay UH, as previously described,

`up until the time the tenth passenger passes through. At this point, the cam 'I9 has been moved a sunicient number of steps to open the contact members UHI and UHZ to prevent the registration of any more up stop calls for car A While it is on its present up trip.

I'he opening of the contact members UHI disconnects the up zone feeding brush 33 of car A from the supply circuit L-3 and, therefore, no more up stop calls for car A can be registered by intending passengers during the present up trip of car A, because no energy will now iiow through the call registering relays of car A even if the contact members indicated by UW and UX therein are closed. At the same time, the opening of the contact members UH! disconnects the car A from the zone circuit operation so that car A will not now operate to include itself in the signal zone circuits.

It will be assumed now that an intending up passenger at the fourth floor passes through the up entrance 50 at that floor and into the elevator corridor for the purpose o f making an up trip.

As this passenger moves through the light rays 63 and 62 at the fourth iioor, he operates the call preparing relay 4UW and the call operating relay UX for the fourth floor in the same manner as the corresponding relays 30W and 3UX were operated for the third oor when the up passengers entered the third iioor corridor.

The energized relay 4UW closes its contact and opens its contact members 4UW6. The closing of the contact members IUWS and 4UW4 prepare. the call registering relays UR and B4UR on cars A and B for operation. The closing of the contact members UWI and 4UW2 prepare the call counting devices of cars A and B for operation. The closing of the contact members IUWS prevents operation of the relay 4UY. The opening of the contact members UWG prepares the relay UX for operation.

The energized relay 4UX.closes its contact memberslUXI, 4UX2, 4UX3 and 4UX4. The closing of thecontact members IUX3 in the circuit for the call registering relay UR of car A does not energize that relay to register a call thereon because of the open contact members UHI in the istering relay for car A in that circuit. 4the closing of the contact members LUX@ in the circuit to brush 33. However, the closing of the contact members 4UX4 completes a. circuit for energizing the call registering relay B4UR of car B to register an up stop call at the fourth floor for car B. This circuit extends from the supply conductor L+4 through the contact members 4UW4', 4UX4, coil B4UR, the contact members 4UP2 to zone circuit B61, and thence through the Contact members duzz, 3Uz2, 2Uz2, |Uzz,

2DZ2 and 3DZ2, contact segment Blh, brush B43 and the contact members BDHI to supply conductor L-l. This circuit is now possible because the open contact members UH2 for car A have deenergized the zone relay 2UZ and consequently opened its contact members in the zone circuits. By the foregoing, it is seen that the up stop call at the fourth floor is not registered on car A because that cars quota of passengers has entered the corridor at the third floor and has caused the counting relay UH for car A to so operate as to prevent that car from receiving any further calls. The call is registered on car B v becausev that is the next car to follow car A on an up trip.

The energized call registering relay BAUR closes its contact members B4URI, B4UR2, B4UR3, B4UR4 and B4UR5. The closing of the contact members B4UR| energizes the stopping contact segment Bda for car B so that when car A approaches the fourth floor in theup direction,its stoppingrelay BS will be energized to stop it at the fourth floor. The closing of the contact members B4UR2 prepares the circuit for the up counting coil BUH of car B, The closing of the contact members B4UR3 completes a circuit for the up direction oor lantern BlUL for car B at the fourth floor to tell the intending passenger instantly that car B will stop forhim o n his up trip so that he can walk directly to the hatchway door for that car and be ready when it arrives and stops. The closed contact members B4UR4 provide a selfholding circuit for the registering relay B4UR. The closed contact members B4UR5 energize the up preventing relay IUP to open its contact members UPI and 4UP2 for the purpose of preventing any other carfrom taking its registered call away from car B.

Turning now to the operation of the energized call operating relay, we find that the closing of its contact members UXI in thev circuit of the counting relay for car A had no effect because of lthe op'en contact members 4UR2 of the call regcircuit of the up counting coil BUH for car B completes a circuit for energizing that coil. This circuit extends from the supply conductor L-i-2 through the contact members B4UR2, 4UW2 and 4UX2, and the coil BUH to the supply conductor L-Z. 'Ihe energized coil BUH operates to rotate the up counting device for car B one step toward the quota for car B. The foregoing description of the registration of calls for the cars shows how the quota for car A may be lled at one floor and how subsequent up calls while car A is still on its up trip will be registered for the next following car, which, in this case is car B.

At this point, it will be assumed that the attendant on car A moves the car switch CS in a counterclockwise direction to start that car upwardly to the top floor. This action closes the contact members a and e of switch CS thereby energizing the door closing relay 45 to effect the closing of the car gate (not shown) of car A and the hatchway door 2l at the second floor. .The

However,

' energization of therelay 45 also closes its contact members 45-I in the circuit to the brush II of car A (Fig. 7) so that the cancellation coil 2UC of car A for the second oor is energized to cancel any call that may have been registered on the call registering relay ZUR for that car at that iloor.

A further movement of the switch CS closes its contact members a and f thereby energizing the up direction switch U by a circuit extending from the supply conductor L+I through conductor 81, the contact members a and f of switch CS, the contact members FI, coils U and M and the door and gate contact members 8l to the supply conductor L-I. y 'I'he energized relay M closes its contact members MI to prepare the stopping inductor relays for operation and opens its contact members M2 (Fig. 7) in the circuit to brush 4I to prevent the cancellation of any registered calls until car A makes its next stop.

The energized up direction switch U closes its contact members UI, U2. U2, U4 and U5. 'I'he closing of the contact members UI energizes the brake coil 6 (Fig. 6) and releases the brake 5 from the hoisting drum 9. The closing of the contact members U2 and U3 energizes the field winding I6 of the generator I5 by a circuit extending from the supply conductor L+I through the contact members U2, winding I i, the contact members U3 and the resistor It to the supply conductor L-I, thereby causing the generator I5 to supply sufficient energy to the motor II to operate the hoisting drum 9 in running the car upwardly. The closing of the contact members U4 energizes the high speed relay V by a circuit extending from the supply conductor L--I through the contact members U4 and EI-and the coil V to the supply conductor L-I. The energized relay V closes its contact members VI thereby short circuiting the resistor I0 and causing the hoisting lmotor II to be operated at high speed. The energized relay V also opens its contact members V2 thereby preventing energization of the stopping inductor relay F until after the car has been `deceleralted to its normal landing speed.

The closing of the contact members U5 provides a self-holding circuit for the switch U for the purpose of maintaining it in operation until the stopping inductor relay has been energized and operated to stop the car at a landing.

As the car moves toward the third floor, its up lbrush 30 engages the energized contact segment 3a thereby energizing its stopping relay S to stop the car at the third floor in anwer to the stop call registered at that floor. 'Ihe circuit for the relay -S extends from the supply conductor .,L-i-I thereby caused to open its contact members EI to deenergize the high speed relay V. '111e deenergized relay V opens its contact members VI thereby reinserting the resistor Ii' in the circuit for the field winding Il to decrease the speed of the hoisting motor II and the car to landing speed.. The deenergized relay V also closes its contact members V2 -thereby energiljns the stop- E ping inductor relay F.

u. Asthecarapproaches still normalen!! to the car.

the third iioor, the energized inductorrelay F passes the up conductor plate UF and is thereby operated to open its contact members FI which deenergizes the up direction switch U and the inductor restoring relay M. The deenerglzed up direction switch U opens its contact members to apply the brake 5 and stop the motor.

As the car arrives and stops at the third iloor, the attendant centers the car switch for the purpose of deenergizlng the relay 45 to permit the opening of the car gate and the corresponding hatchway door. The door is thereupon opened so that the intending passengers may step aboard As the car. leaves the third oor, the relay 45 is energized to close the door and, therefore, closes its contact members 45-I which completes va circuit for energizing the cancellation coll SUC of the call registering relay 2UR thus cancelling the up call registered at the third floor.

As car A arrives and stops at the top iioor, its limit switch UL is operated to energize the reset coil DK to withdraw the pawl IDI in the counting device and thereby permit the cam 1l to return to its normal position under the biasy ing elfect of the spring I3. The counting relay UH of car A is now reset to start a new quota for car A on its next up trip.

It will be assumed now that the attendant on car B moves his car switch BCS in a clockwise` direction thereby energizing his down direction switch BD and causing the car B to move downwardly. It will also be assumed that he stops the car at the lower terminal and starts on an up trip. As car B approaches within stopping distance of the fourth iloor, its up brush B30 engages the contact segment Bla which was energized by the registration of the up call at the fourth floor. The engagement of the brush Bil and the segment Bla will cause the stopping of the car at the fourth iloor to take on the waiting .passenger at that oor in the same manner that car A was stopped at the third iioor. After the 'waiting passenger enters the car B, it is moved on up to the upper terminal where its arrlval causes the operation of the up limit switch BUL which energizes the counting cancellation call coll BUK to deenergize and restore the counting coil BUH for car B to its normal condition for counting the up passengers who register calls for car B on its next up trip.

It will now be assumed that car A is moved down to the fourth iioor. With car B at the top floor and car A on a down trip at the fourth iloor, the zone relays DZ and SDZ are energized v to open their contact members so thatthe signal zone for car A extends from the fourth floor to the bottom terminal and up t0 the top terminal while the signal zone for car B extends only to car A at the fourth iioor ahead of it.

It will be assumed now that an intending down'i passenger at the third iloor passes through the "down entrance Il. thereby ilrst intercepting the light rays II and next the light rays Il for that iioor. 'Ihe interception of the light rays Il causes the light sensitive cell DT. to so atleetl its ampliner I2 as to complete a circuit for energizing the call preparing relay IDW. The energized relay SDW closes its contact members IDWI through SDW! and opens its contact 'Y members IDWI. The closing of the contact members #DWI and Dwi prepare vthe down call registering relaysvof cars A and B at the third r iioor for operation. 'Ihe closing of the contact members IDW! prevents energisation ot the call 'l5 preventing relay SDY. 'Ihe closing of the contact members 3DWI and 3DW2 prepare the counting relays DH of carA and BDH of car B for operation. 'Ihe opening of the contact members 3DW6 prepare the call operating relay 3DX for operation. The interception of the light rays 64 now aifects the ampliiier I3 to effect the energlzation of the call operating relay 3DX to close its contact members 3DXI, 3DX2, 3DX3 and 3DX4. The closing of the contact members 3DX3 causes the energization of the down call registering relay 3DR for car A at the third floor by a circuit extending from the supply conductor L+3 through the contact members 3DW3, 3DX3, coil 3DR and contact members 3DPI to the zone circuit 61 and thence through the contact members 3DZI, the contact segment 4h, and the contact brush 43 and contact members DHI to the supply conductor L-IL The energized relay 3DR closes its contact members. 'Ihe closing of the contact members 3DR4 establishes a self-holding circuit for the relay SUR and the down stop call by the intending down passenger at the third oor is now registered for car A and Will now remain registered for that car until it isanswered by that car. The closing of the contact members 3DRI connects the stopping contact segment 3e of car A to the supply conductor L- I. This energizes the segment 3e so that the stopping-relay S of car A will be energized to stop that7car when it arrives within stopping distance of the third oor.

The closing of the contact members 3DR3 completes a circuit for lighting ,the down iloor lan-A tact members and thereby prevent the registration of a stop call on the registering relay BSDR for car B at the third floor until the present registered call at that or for car A is answered.

The closing of the contact members 3DR2 energizes the down counting coil for relay DH of car A by a circuit extending from the supply conductor L-i-I through the contact members 3DR2, BDWI, and 3DXI and the coil DH to the supply conductor L-I. The energization of the counting coil DH causes it to operate its counting mechanismV corresponding to a count of one passenger. It will be assumed that six other down passengers also step through the down entrance 5I at. the third oor and thereby operate the counting relay DH toeiect operation of its counting mechanism accordingly. This will make a .total of seven persons at' the third iloor so actuating the counting mechanism of relay DH as to move its cam seven stepstoward the position at which it will open' its cooperating switches when its quota of ten has been registered upon it.

It will be assumed now that an intending down passenger passes through the down entrance 5| at the second floor and into the elevator corridor for the purpose of making a. down trip. As this passenger moves through the light rays 65 and 64 at the second floor, he operates the call preparing relay 2DW and the call operating relay 2DX for the second floor in the same manner as the corresponding relays 3DW and 3DX for the third floor were operated when the down passengers entered the landing at the third floor.

The energized relay ZDW closes its contact members 2DW3 and 2DW4 to prepare the call registering relays 2DR and BZDR for cars A and B for operation. The closing of the contact members 2DWI and 2DW2 prepare the call counting devices of cars A and B for operation. The opening of the contact members 2DW6 prepares the relay ZDX for operation.

The energized relay ZDX closes itsl contact members 2DX3 and thereby eiects the eneigization of the down call registering relay 2DR of car A for the second floor. The closing of the contact members 2DX4 does not affect the call registering relay for car B because its signal zone circuit is open. The energized relay 2DR closes its contact members ZDRI to prepare for stopping the car A at the second iioor on its down trip, in a manner similar to that heretofore Idescribed in connection with the other stops.

members 2DR2 will remain closed until the call y is cancelled. In the meantime, it will be assumed that two other down passengers at the second floor enter the landing at the IioorA through the gate 5I and `.consequently pass through the light rays S5 and 64 and actuate the counting relay DH to move its counting mechanism 2 more steps, making a total of three intending doWn passengers at the second floor.

rhe counting relay DH is adjusted for cutting car A out of any more calls on its down trip after ten intending down passengers have passed through the down entrances and have eiected the registration of one or more calls for car A. Inasmuch as seven passengers passed through the down entrance for the third iioor and were counted by the counting relay DH and now three more `passengers have passed through the down entrance 5| at the second iloor and have thereby operated the counting relay DH to count three more persons, that relay has counted a total of ten persons. As stated above, the counting relay DH has been so adjusted that its limit for car A is ten persons. It has now reached the limit of ten persons and therefore operates to open its contact members DHI and DHZ. The opening of the contact membersDHI disconnects the down brush 43 for car A from its zone circuit 61 and thereby prevents the registration of any more down calls for car A for the reason that no energy can be fed into these relays from the supply conductor L-3. 'I he opening of the contact members rDHZ (Fig. 8) disconnects the down brush 42 for car A from the zoning contact segments so that car A cannot, while on this down trip, energize any of the zone relays to create a signal zone ahead of itself.

It will be assumed now that an intending passenger `enters the floor landing at the first floor through the up gate 50 yand thus intercepts the light rays l63 and 62 for the lower terminal thereby effecting operation of the corresponding relays IUW and IUX. The operation of these relays closes their contact members IUW3 and IUW4 and IUX3 and IUX4 in the circuits of the Acall registering relays for both cars A and B. However, as previously described, the contact members DHI leading to brush 43 of car A are open and, therefore, the up call registering relay `for the lower floor for car A- cannot be energized even though car A is the nearest approaching car and the contact members. IUW3 and IUX3 have been closed in the circuit of its call registeru ing relay IUR. Inasmuch as car B (now at the top terminal and above vcar A) controls the signal zone circuit ahead of itself past car-A, the closing of the contact members IUW4 and lUXl (Fig. 7) energize the up call registering relays BIUR of car B by a circuit extending from the supply conductor L+4 through the contact members IUWl and lUXl, coil BIUR, the contact members 2UP2 to zone circuit B61 and thence through the contact members IUZ2, 2DZ2,1 3DZ2 and 4DZ2, contact segment Bh, brush B43 and the contact segments BDHl to the supply conductor L-4. 'I'he energized relay BIUR, for car B operates its contact members to light the signal lamp at the lower terminal for car B and to prepare for stopping that car when it aproaches within stopping distance of the lower terminal.

By the foregoing operations it will be seen that as soon as the quota of ten persons for car A was iilled for its down trip, even though seven of the persons were at one floor and three of the persons were at another iioor, the signal system of car A was so controlled by the counting relay DH as to prevent car A from receiving any more down calls on this down trip. It is also seen that when an additional call by the eleventh person was registered, it was registered for car B which is the next approaching car behind car A.

It will be assumed now that one of the elevator passengers steps oi a car after it stops and mistakenly walks out through the up entrance .'illl at the third iioor instead of out through one of the"exit openings` at that landing. In walking in and out through the up entrance 50, the

passenger first intercepts the light rays 62 from the' lamp 6|! to the light sensitive cell UQ and then the light rays 63. This interception causes the cell UQ to so control its ampliiier 1I that the call preventing relay 3UY is energized before the passenger can pass through the light rays 63. 'I'he circuit for the relay 3UY extends from the transformer winding 83 through the conductor 94, the coil 3UY; the closed contact members 3UW6, the amplifier 1I and conductor 95 to the winding 93. 'I'he energized relay 3UY immediately opens its contact members 3UYI thereby preventing energization of the call preparing relay SUW and consequently preventing the registration of stop calls by persons walking out through the in entrances 50 marked up or out through the in entrances 5I marked downf Hence it is seen that only the passage of passengers inv the correct direction through the call operating entrances will be eflective to operate the call registering means and the quota counting relays.

At times it may be desirable to operate the cars under pre-registered signals instead of automatically stopping them in response to hall calls.

, are in their lower positions, the operation of a control or`light sensitive 'device at a `iloor by an intending passengerwill Vcause the lighting of the signal lamp inthenearest approaching car when it arrives Within stopping distance of that oor so that the car attendant may immediately center his car switch tothereby energize the inductor relays and cause the car to decelerate and stop level with that floor in answer to the passengers lstop signal. By the term-nearest approaching car we mean that car whose position, direction of operation and distance from the floor will permit the car to stop at that iioor when it arrives thereat. In other Words, it means the nearest car for the desired direction which is still capable of being stopped at the floor for which a stop call is registered at the time of registration.

In view of the assumed operation of the system, it will be understood that we have provided an improved elevator system which may be operated with practically no effort on the part of the passerigers, which will prevent the crowding of the cars andwhich will facilitate the answering of the calls and the loading land the unloading of the passengers more eiilciently than heretofore.

It will' be seen that we have provided a system which will prevent the giving of false stopping signals at the various oors; that is, which will prevent a car ,from accepting a stop call and giving a stop signal at an additional iioor when it has already accepted hall stop calls for all the passengers it can comfortably carry.

Although we have illustrated and described only one specic embodiment of our invention, it

is to be understood that many changes therein and modifications thereof may be made without departing from the spirit and scope of the invention. n

We claim as our invention:

l. In an elevator system for operating a car serving a plurality of floors, a stopping means for the car, a plurality of standards defining an up' entrance and a down entrance leading to the car at each floor, means responsive to the passage of an intending passenger through the up entrance at a oor for operating the stopping means ity of cars serving a plurality of iloors, a stopping means for each car, a plurality of walls disposed to provide an up entrance and a. down entrance leading to all of said cars at each iloor, means responsive to the passage of an intending passenger through the up entrance at a landing for registering a stop call for the nearest approaching car for theV up direction, means responsive to the registration of said up call for operatingthe stopping means of the car for which the call has been registered when it arrives at said floor, and means responsive to the passage oi' a passenger 'through the down entrance at a floor for registering a down call for that floor for the nearest approaching car in the down direction, and means responsive to said down registered call for actuating the stopping means of said nearest approaching down car when that car arrives in the down direction within stopping distance of that floor to stop it at that iioor.

3. `In an elevator system for operating a plurality of cars past a plurality of fioors,and up control means and a down control means at each of said oors, a plurality of up call registering devices, one for each car for each floor, a plurality ot down call registering devices, one for each car for each floor, means responsive to operation of a 7| ing car.

control means at a floor for operating the call registering device of the nearest approaching car in the corresponding direction, a means functionally related to the stopping of the car for each car, means responsive to an operated call registering device for operating said functionally related means for that car, and quota means responsive to operation of the contro-l means by a predetermined number of intending passengers and to the registration of a call for that car for preventing operation of additional call registering devices for that car.

4. In an elevator system for operating a plurality of cars past a plurality of floors, an up control me'ans and a down control means at each of said iloors, a plurality of up call registering devices, one for each fior,- a plurality of down call registering devices, one for each car for each iloor, means responsive to operation of the control means at a floor forv operating the call registering device of the nearest approaching car in the corresponding direction, a means functionally related to the stopping of the car for each car, means responsive to an operated call registering device for a car for operating said functionally related means for that car,

and quota means responsive to operation of the control means by a predetermined number of intending passengers for said nearest'aproaching car and to the registration of a call for that car for preventing operation of additional call registering devices for that car and for causing the control devices operated by additional intending passengers for said nearest approaching car to' effect the operation of the call registering devices of the next car following said nearest approach- 5. In an elevator system for operating a plurality of cars serving a plurality of noors, a stopping means for each car, a plurality of standards defining an up entrance and a down entrance leading to the cars at each floor, an identifying means for the up entrance, an identifying means for the down entrance, means responsive to the passage of an intending passenger through the up entrance at a floor for operating the stopping ping means for each car, a plurality of walls disposed to provide an up entrance, a down entrance and an exit for passengers for said cars` at each floor, an identifying means associated with the up entrance, the down entrance and the exit at each floor, means responsive to the passage of an intending passenger through the up entrance at a iloor for registering a stop call for the nearest approaching car for the up direction, means responsive to said up registered call for actuating the stopping means of the said nearest approaching up car when that car arrives in the up direction within stopping distance of that oor to stop it at that floor, means responsive to the passage f a passenger through the down .entrance at a floor for registering a down call for that floor for the nearest approaching car in the down direction, and means responsive to said down registered call i'or actuating the stopping'means of said nearest approaching down car when that car arrives in the down direction within stopping distance of that floor to stop it at that floor.

7. In an elevator system for operating 'a plurality of cars serving a plurality of floors, a stopping means for each car, a plurality of call registering devices, one for each 4car for each floor, a plurality of walls disposed to provide an up entrance, a down entrance and an exit for said cars at each floor, means for identifying the up entrance, the down entrance and the exit at each floor, a plurality of light sensitive devices one for each up entrance and one for each downentrance for each of the floors, light-means for illuminating the light sensitive devices, a plurality of call operating relays one for each light sensitive device disposed to be operated by operation of that light sensitive device when an intending passenger passes between that light sensitive device and the light provided for illuminating it, a plurality of zone defining devices operated by and in accordance with the position of 'the cars, means responsive to operation of a call registerjing device by. an operated light sensitive device at a floor and to operation of the zoning devices for operating the call registering device of the nearest approaching car for the floor of the operated light sensitive device to register a stop call for that car, and means responsive to the registration of a stop call upon the cali registering device of that car for operating its stopping means upon its approach to within a predetermined distance of said floor to stop it at that iioor.

8. In an elevator system for operating a plurality of cars serving a plurality of floors, a plurality of walls disposed to provide an up entrance and a down entrance common to all the cars at each floor, identifying means for the up entrance and the down entrance at each floor, a stopping means for each car, a plurality of call preparing light sensitive devices one for each entrance, a

plurality of call operating light sensitive devices one for each entrance for each floor, means for illuminating the light sensitive devices at each floor by approximately parallel rays of light, a plurality of call preparing relays, one for each of the call preparing light sensitive devices, a plurality of call operating relays one for each of the call operating light sensitive devices, the call preparing relay for each light sensitive device being disposed to be operated by the operation of that light sensitive device in response to the vpassage of an intending passenger through the light rays to that lightsensitive device, the call operating relay for each entrance being disposed to be operated by the operation of the call preparing relay for that entrance and operation of the call operating light sensitive device with which it is associated by the passage of an intending passenger between the source of light and that light sensitive device, a plurality of call registering relays, one up and one down for each car for each'floor, means responsive to operation rality of walls disposed to provide an up entrance and a down entrance each common to all the cars at each floor, an identifying means for the up entrance and an identifying means for the down entrance at each iloor, a stopping means for each car, a plurality of light sensitive devices, one at each entrance at each floor, means for illuminating each light sensitive device by light rays at each iioor, a plurality of call registering relays, one for each car foreach floor, means responsivel to the effect on a light sensitive device at a door produced by the passage of an intend ing passenger through the light rays to that light sensitive device for operating the call registering relay for that floor for the nearest approaching car for the direction corresponding to thatlight sensitive device, and means responsive to operation of that call registering device for operating the stopping means of that nearest aproaching car when it approaches within stopping distance of that floor to stop it at that floorD 10. In an elevator system for operating a pluy rality of cars serving a plurality of floors, a plurality of up call registering devicesfone for each of said cars for each of said iloors, a plurality of down call registering devices one for each of said cars for each of said oors, an up passenger 0perative means and a down passenger operative means at each of said floors, means responsive to operation of a passenger operative means at a floor and to the position of the cars for operating the call registering relay for the direction of the operated passenger .operative means for the nearest approaching car for the directionof .the operated passenger operative means forit'liiatty floory and means responsive to operation ofsaid passenger operative means by a predetermined number of intending passengers and to operation of said operated call registering relay forfpreventing operation of additional call registering devices for said nearest approaching car.

1l. In an elevator system for operating a plurality of cars past a plurality of oors, an up control device and a down control device at each floor, common to all th'e cars, a plurality of call registering devices one for the up and one for the down direction for each car for each `door, means responsive to operation of a control device at a floor for operating the call registering device forV the directionof the operated control device of the nearest approaching car for the direction of the operated control device forthat floor, a stopping means for each car, means responsive to the approach of said nearest approaching car to the :door corresponding to said operated control device and to said operated call registering device for operating the stopping means for that car, and means responsive to operation of said operated control device by a predetermined number of passengers for said nearest approaching car and to operation of said operated car registering device for preventing the operation of additional call registering devices for that car by operation of the control devices at i'loors between that car and the riext car ahead.

l2. In an elevator system for operatinga plurality of cars serving a plurality of floors, an up control device and a down control device at each floor common to all the cars, a plurality of up call registering devices one for each car for each iloor, a plurality of down call registering devices o ne for each car for each oor, an up counting of'a: control device at a door for operating the call registering device for the directionof the operated control device for the nearest approaching car for the direction of the operated control device, means responsive to the operation of the operated control device and to operation of the operated call registering device for operating the counting device for the direction of the operated control device of said nearest approaching car, and means responsive to operation of said operated counting device a predetermined number of times for preventing operation of additional call registering devices for said nearest approaching Car.

13. In an elevator system for operating a plurality of cars serving a plurality of floors, an up control device and a down control device at each floor common to all the cars, a plurality of up call registering devices, one for each car for each floor, a plurality of down call registering devices, one for each car for each floor, an up counting device and a down counting device for each car, means for providing a zone for each of the cars, means responsive to operation of the zoning means and to operation of the control device at a floor for operating the call registering device for 4the direction of the operated control device for the nearest approaching car for that operated control device, means responsive to operation of the operated control device and to operation of the operated call registering device for operating the -counting device corresponding to the direction of the operated control device for said nearest approaching car, means responsive to operation` of the operated counting device a predetermined number of times for preventing operation of additional call registering devices for said nearest approaching car and for conditioning the zoning meansto cause the operation of additional control devices of the direction of the operated control device in the zone of said nearest appreaching car to operate the call registering device for the direction of the operated control device of a following car.

14. In an elevator system for a plurality of cars serving a plurality of iloors, means defining an up entrance and a down entrance leading to the cars at each iloor, a plurality of light sensitive devices, one for each up entrance and one for each down entrance at each of the floors, light means for illuminating the light sensitive devices, a means functionally related to the stopping of the car for each car, means responsive to operation of a light sensitive device for an up entrance at a iloor by the passage of an intending passenger through said up entrance for operating the means functionally related to the stopping of the nearest approaching car for the up direction for said floor, and means responsive to operation of a light sensitive device for a down entrance at a floor by the passage of an intending passenger through said down entrance for operating the means functionally related to the stopping of the nearest approaching car for the down direction for said oor.

15. In an elevator system for a plurality of cars serving a plurality of iloors, means deilning an up entrance and a down entrance leading to the cars at each floor, a plurality of light sensitive devices, one for each up entrance and one for means for illuminating the light sensitive devices, a means functionally related to the stopping of the car for each car, a signal device for each car for each entrance at each iloor, means responsive to operation of a light sensitive device for '-.each down entrance at each of the floors, light 70 an up entrance at a iloor by the passage oi' an the passage of an intending passenger through intending passenger through said up entrance for said down entrance for immediately operating immediately operating the up signal device of the the downsignal device of the lnearest approachnearest approaching car for the up direction for ing car for the down direction for that oor and that oor and for operating the means functionfor operating the means functionally related to ally related to the stopping oi' that car when it the stopping of that car when it arrives within arrives within stopping distance of that floor, stopping distance of that floor. Y

and means responsive to operation of a light HAROLD W. WILLIAMS. sensitive device for a down entrance at a noor by EDGAR M. BOUTON.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3967702 *Dec 16, 1974Jul 6, 1976Hitachi, Ltd.Control apparatus for elevators
US5644111 *May 8, 1995Jul 1, 1997New York City Housing AuthorityElevator hatch door monitoring system
US6050369 *Oct 7, 1994Apr 18, 2000Toc Holding Company Of New York, Inc.Elevator shaftway intrusion device using optical imaging processing
DE2312736B2 *Mar 14, 1973Jun 13, 1979Hitachi, Ltd., TokioTitle not available
DE2312736C3 *Mar 14, 1973Feb 7, 1980Hitachi, Ltd., TokioTitle not available
EP0199015A1 *Feb 21, 1986Oct 29, 1986Inventio AgLoad-dependent control device for a lift
Classifications
U.S. Classification187/380, 340/556, 187/392
International ClassificationB66B1/20, B66B1/24
Cooperative ClassificationB66B1/24, B66B2201/102
European ClassificationB66B1/24