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Publication numberUS2695077 A
Publication typeGrant
Publication dateNov 23, 1954
Filing dateAug 9, 1952
Priority dateAug 9, 1952
Publication numberUS 2695077 A, US 2695077A, US-A-2695077, US2695077 A, US2695077A
InventorsJohn Suozzo
Original AssigneeWestinghouse Electric Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Elevator system having dispatching devices
US 2695077 A
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Description  (OCR text may contain errors)

Nova. 23, 1954 J. SUOZZO ELEVATOR SYSTEM HAVING DISPATCHING DEVICES Filed Aug. 9, 1952 7 Sheets-Sheet 1 85 g 3 B20 u a 804: Bel P -e2| BIO l0 r :5 IDEP (soa -su 05a E20 1 BUFP F .BUEP

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WITNESSES: INVENTOR John Suozzo.

ATTORNEY NOV. 23, 1954 J suozzo 7 2,695,077

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ATTORNEY Fig.2. BY

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INVENTQR John Suozzo.

ATTORNEY Nov. 23, 1954 J. SUOZZO ELEVATOR SYSTEM HAVING DISPATCHING DEVICES Filed Aug. 9, 19,52

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United States Patent Cffice ELEVATOR SYSTEM HAVING DISPATCHING DEVICES John Suozzo, Paramus, N. J., assignor to Westinghouse Electric Corporation, East Pittsburgh, Pa., a corporation of Pennsylvania Application August 9, 1952, Serial No. 303,506 36 Claims. (Cl. 187-49) This invention relates to elevator systems having dispatching devices and it has particular relation to elevator systems wherein a plurality of automatically operated cars are dispatched from a dispatching floor.

In large building structures it is common practice to provide an elevator system wherein a plurality of elevator cars are arranged for operation in a bank. The cars may be operated by attendants or they may be automatically operated. In order to insure efiicient service, dispatching devices may be provided for dispatching elevator cars successively from a dispatching floor.

in some cases a dispatching floor may be located he tween two terminal floors. For example, the terminal floors may comprise an upper terminal floor and a basement floor, the dispatching floor being the first or street floor. in such a system, the elevator cars usually operate between the dispatching tloor and the upper terminal fioor. However, if service is desired which requires travel of one or more of the elevator cars to the basement door, the system is capable of sending one or more cars to such basement floor.

Each of the elevator cars may have associated therewith suitable control means which is intended to operate in step with the associated elevator cars. For example, the control means may take the form of a floor selector wherein switching means is operated in accordance with movement of the associated elevator car.

In accordance with the invention, an elevator system is provided with two dispatching devices. Control of the elevator system is transferred between the dispatchiug devices in accordance with predetermined system conditions.

In a preferred embodiment of the invention, the elevator system normally may be under the control of a main dispatching device which controls the dispatch of the elevator cars from a dispatching floor. However, in the event that the main dispatching device fails to operate, the elevator system automatically is placed under the control of an auxiliary or emergency dispatching device. automatically-operated elevator systems.

The invention further contemplates the provision of supervisory apparatus which modifies the operation of the elevator system when a control device normally operating in accordance with movement of the elevator car falls out of step. The supervisory apparatus may terminate operation of the elevator car under such cir- 'cumstances.

In accordance with a further aspect of the invention, service may be expedited for a passenger boarding an Under certain conditions, if the passenger desires to proceed to a floor above the dispatching floor, the elevator car may by pass the dispatching floor. Under other circumstances, the elevator car, if it stops at the dispatching floor, may be dispatched relatively promptly therefrom.

it is therefore an object of the invention to provide an elevator system wherein elevator cars are transferred from control by a first dispatching device to control by a second dispatching device in accordance with a system condition.

it is a further object of the invention to provide an elevator system wherein a plurality of elevator cars normally are dispatched from a dispatching floor by a main dispatching device and wherein the elevator cars upon failure of the main dispatching device are trans- This provision is particularly desirable for 2,695,077 Patented Nov. 23, 1954 ferred automatically to control by an auxiliary or emergency dispatching device.

It is also an object of the invention to provide an elevator system wherein system operation is modified in response to an out-of-step condition of apparatus normally operating in accordance with a function of the movement of an elevator car.

it is an additional object of the invention to provide an elevator system wherein failure of a floor selector to remain in step with an associated elevator car results in termination of operation of the elevator car.

It is another object of the invention to provide an elevator system wherein an elevator car is capable of operation between two terminal floors, wherein the elevator car normally operates between a dispatching floor intermediate the terminal floors and a first one of the terminal floors, and wherein the elevator car under predetermined conditions otters expedited service for a passenger entering the elevator car at the second one of the terminal floors.

lt is a still further object of the invention to provide an elevator system wherein an elevator car normally operates between a dispatching floor and an upper terminal floor but wherein the elevator car can proceed below the dispatching floor to a basement floor, the elevator car under predetermined conditions providing expedited movement of a passenger from the basement floor past the dispatching floor.

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

Figure l is a schematic view with parts in elevation of. an elevator system which may embody the invention;

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

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

Although the invention may be incorporated in an elevator system employing various numbers of elevator cars serving buildings or structures having various numbers of floors, the invention can be described adequately with reference to an elevator system having four elevator cars serving a building having six floors. The elevator cars may be dispatched from any desired fioors. For present purposes, it will be assumed that the building includes a basement floor and five floors located above the basement floor. The elevator cars will be assumed to be dispatched between the first floor and the upper terminal or fifth floor. Although the elevator cars normally operate between the first and fifth floors, they may be conditioned to proceed to the basement floor.

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

Components associated with the elevator cars 13, C and D which correspond to a component of the elevator car A are identified by the same reference character employed for the component of the elevator car A preceded by the letters B, C, and D, respectively. For example, the ref erench characters U, BU, CU and DU designate up switches, respectively, for the elevator cars A, B. C and D.

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

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

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

In order to facilitate the presentation of the invention, the apparatus shown in the figures will be briefly set forth, and the operation of the complete system thereafter will be discussed. The system includes in part the following apparatus:

Apparatus specific to car A Apparatus common to all cars 2DR to 5DRdown floor-call storing relays bUR and 2UR to 4UR-up floor-call storing relays EMEmergency relay ST-emergency starting relay 1DT to 4DT-emergency control relays Figure 1 Fig. 1 illustrates the structural relationships of the elevator cars A, B and associated apparatus with reference to the building structure which the elevator cars are intended to serve.

The elevator car A and a counterweight are secured to opposite ends of a rope or cable 11 which passes over a sheave 13. The sheave 13 is mounted on the shaft 14 of an elevator driving motor 15. The shaft 14 also carries a brake drum 16 with which a brake 17 of the conventional spring-applied electrically-released type is associated. The motor is secured to the floor 18 of a penthouse located in the structure which the elevator car is intended to serve.

In order to simplify the association of control circuits with the elevator car A, a control device 19 is provided which is operated in accordance with a function of the movement of the elevator car A. In the specific embodiment of Fig. 1, the control device takes the form of a floor selector which includes an insulating panel 20 and a brush carriage 21. A screw 22 is mounted for rotation relative to the panel 20. This screw conveniently may be coupled through suitable gearing to the shaft 14 for rotation in accordance with movement of the elevator car A.

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

The panel 20 carries a plurality of contact segments which are insulated from each other. Thus, the contact segments al to a5 are arranged in a row on the panel 20. As the elevator car proceeds upwardly from the basement, a brush 23 mounted on the carriage 21 successively engages the contact segments al to 115, as the elevator car approaches respectively the floors 1 to 5 of the structure. It will be understood that the contact segments al to a5 are spaced from each other in accordance with the spacings of the floors. As will be pointed out below,

these contact segments are employed with circuits controlling the stopping of the elevator car during up travel in response to car calls.

As a further example, the panel 20 has a single contact segment e1 which is engaged by a brush 24 mounted on the carriage 21 only when the elevator car A is adjacent the first or dispatching floor. As will be pointed out below, this contact segment is employed in controlling the operation of a dispatching device.

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

The brush carriage also may include a cam 25 which is positioned to operate mechanical switches, such as the switches 51 to 54, during movement of the brush carriage relative to the panel 20. The cam 25 has a length sufficient to bridge the operating members for two successive mechanical switches. These switches are employed in the car-call-above circuits for the elevator car A, which will be described in the discussion of Fig. 2.

Certain apparatus is mounted on or in the elevator car A. Thus, car-call buttons be and lcto 5c are provided for registering car calls for the basement and first to fifth floors, respectively.

A slowdown inductor relay E is provided for the purpose of initiating a slowdown of the elevator car A as it approaches a floor at which it is to stop. The inductor relay may be of conventional construction and includes two sets of break contacts E1 and E2. When the coil of the inductor relay E is energized, the contacts remain in the positions illustrated in Fig. 1 until the relay is adjacent an inductor plate located in the hoistway of the elevator car A. For example, when the coil of the inductor relay E is energized and the inductor relay is adjacent the magnetic plate UEP for the second floor, the magnetic circuit is completed, which results in opening of the break contacts E1. When open, the contacts remain open until the coil of the inductor relay E is deenergized. The inductor plate UEP is positioned to be reached by the inductor relay E as the elevator car approaches the second floor for the purpose of initiating slowdown of the elevator car. It will be understood that a similar inductor plate is similarly associated with each of the floors at which the elevator car is required to stop during up travel.

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

The elevator car A also carries a stopping inductor relay F which is similar in construction to the inductor relay E. This relay is employed for initiating a stopping operation of the elevator car A. The stopping inductor relay F cooperates with inductor plates UFP and DFP in a manner which will be clear from the discussion of the cooperation of the slowdown inductor relay with the inductor plates UEP and DEP. If the coil of the relay F is energized and if the elevator car is to stop at the second floor while traveling up, when the inductor relay F reaches the inductor plate UFP a magnetic circuit is completed which results in opening of the break contacts F1. This initiates a stopping operation of the elevator car. An inductor plate similar to the plate UFP is similarly associated with each of the floors at which the elevator car A is to stop during up travel thereof. If the elevator car A during down travel is to stop at the second floor, the coil of the stopping inductor relay F is energized, and when the inductor relay reaches the inductor plate DFP for the second floor, a magnetic circuit is completed which results in opening of the contacts F2. This initiates a stopping operation of the elevator car A. It will be understood that an inductor plate similar to the inductor plate DFP is similarly associated with each of the floors at which the elevator A is to stop during down travel thereof.

The elevator car A also carries a cam 26 which is positioned to operate a mechanical switch 27 located in the hoistway associated with the elevator car. The mechanical switch 27 normally is open and is closed by the cam 26 when the elevator car A is adjacent the first or dispatching floor. It will 'be understood that other mechanical switches may be operated in a similar manner by the elevator car A.

An intending passenger on the second floor may register a floor call for elevator car service in the up direction by pressing a button of a push-button switch 2U. A similar push-button switch is located at each of the floors from which an intending passenger may do sire to proceed in an up direction.

If the intending passenger at the second floor desires to proceed in a down direction, he may press the button of a push-button switch 2D located at the second floor. A similar push-button switch is located at each of the floors from which an intending passenger may desire to proceed in a down direction.

Figure 2 Fig. 2 shows circuits for the driving motor, the brake, the speed relay V, the up the down switch D, the car-running relay M, down inductor relay E, the tip-preference relay 1', the timing relay 701", the car-call above relay H and the car-call stopping relay TT. Energy for the various circuits is derived from direct-current buses L+ and L.

Although various motor control circuits may be employed, it will be assumed that a control circuit of the variable-voltage type is employed. By inspection of Fig. 2, it will be noted that the armature A of the driving motor 15 and the armature 29A of a direct-current generator 29, together with a series field winding 29B for the generator, are connected in a series or loop circuit. The field winding 158 for the driving motor 15 is connected directly across the buses L-|- and L.

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

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

The speed relay V may be energized through either of two circuits. ()ne of the circuits includes make contacts U4 of the up switch U, a limit switch 39 which is normally closed and which is opened as the elevator car A nears the upper limit of its travel and the break contacts E1 of the slowdown inductor relay E. The other circuit is completed through make contacts D4 of the down switch D, mechanical limit switch 31 which is normally closed and which is opened as the elevator car nears the lower limit of its travel in the down direction, and break contacts E2 of the slowdown inductor rela A? previously pointed out, the brake 17 normally is spring-biased into engagement with the brake drum 16 and is released by energization of a brake coil 178. The coil may be energized either through make contacts U1 of the up switch U or through make contacts D1 of the down switch D.

In order to energize the car-running relay M, certain safety devices 33 must be in their safe conditions. Such safety devices may include switches which are open when the doors of the elevator car and the associated hoistway doors are open, and which are closed when the doors are closed. Such safety devices are well known in the art. The car-running relay M may be energized through either of two circuits. Gne of the energized, the up switch U closes its make contacts U5 to complete a holding circuit around the contacts 80-1 and W1.

The second circuit for energizing the car running relay M includes the contacts 8 1 of the starting relay, make contacts X1 of the down-preference relay X, break contacts F2 of the inductor stopping relay, normallycontacts D5 are closed to around the contacts 80-1 and X1.

Before the holding relay G and the inductor relays E and F can be energized, make contacts M1 of the car-running relay must be closed. In addition, any one set of make contacts TTl of the car-call stopping relay, T1 of the auxiliary stopping relay and K1 of the floorcall stopping relay must be energized. A holding circuit make contacts G1. Energization of the inductor stopping relay F further requires closure of the break contacts V 2 of the speed relay.

The up-preference relay W is energized only if the elevator car is not operating in the down direction (break contacts D6 are closed); the elevator car is not conditioned for down travel (break contacts X2 are closed); and normally-closed contacts of a mechanical limit switch 36 are closed. The mechanical limit switch 36 is opened as the elevator car reaches its upper limit of travel.

Energization of the down-preference relay X requires closure of the break contacts U6 of the up switch, closure of the break contacts W2 of the Lip-preference relay, and closure of the normally-closed contacts of a mechanical limit switch 37. The mechanical limit switch 37 is open when the elevator car A is adjacent the first or dispatching floor.

If the elevator car is to serve a basement floor, the energizing circuit for the down-preference relay also includes normally-closed contacts of a mechanical limit switch 38. This switch is opened as the elevator car reaches the basement floor. In order to permit the elevator car to pass the first floor during its down travel to serve the basement floor, the limit switch 37 may be shunted by contacts bcl of a basement car-call button or by make contacts bUR2 of a basement up-floor-call sto ing relay. Similar shunting contacts Bbcl and bUR4 are assogiated with the limit switch B37 for the elevator car When the elevator car A comes to a stop at a floor, it is prevented from restarting for a time determined by the time required for a timing relay 70T to drop out when deenergized. The time delay in drop-out may be provided in any suitable manner as by connection of a resistor R2 across the coil of the electro-magnetic relay 70T. The relay is energized through make contacts M2 of the car-running relay.

The car-call push buttons It; to Sc and be normally are biased into their open positions. Each of the push buttons is provided with a holding coil lcc to See and bcc, which is effective for holding the associated push button in its operated condition following a manual operation of such push button. To this end, the push buttons may be made of magnetic material. Such construction of the push buttons is well known in the art.

Each of the push buttons 10 to 40 controls the connection of contact segments to the bus L+. Thus, when operated, the push button 1c connects the contact segment hl to the bus L+. When operated, the push button 2c connects the contact segments [12 and 122 to the bus L+. The push buttons 3c and 4c similarly connect contact segments for the third and fourth fioors to the bus L+. As will be pointed out below, the push button 10 also operates an additional set of contacts 1c2 which are employed in circuits shown in Fig. 3. The push button be operates not only the contacts bc2 which assist in controlling connections of the contact segment hi but the previously mentioned contacts bci which are associated with the down preference relay. Inasmuch as the to the bus L+. larly are connected to the bus L+ by operation of the nd and basement .floors are elevator car is assumed to stop at the fifth floor or upper terminal floor at all times during up travel, the contact segment a is permanently connected to the bus L'-l-. Similarly, during "stops when it reaches the basement floor, and the contact segment hb for down travel, the elevator car A always the basement is permanently connected to the bus L+.

It will be understood that the contact segments al to a5 are arranged in a row on the-floor selector 19 of Fig. l and are successively engaged by a brush 23 as the elevator car moves from its lower limit to its upper limit of travel. In a similar manner, the contact segments h4 to hb are arranged in a row in the order of. the floors for successive engagement by a brush 40 as the elevator car moves from the upper terminal to its lower limit of travel.

During up travel of the elevator car A, the car-call stopping relay TT is connected between the brush 23 and the bus L- through make contacts W3 of the up-preference relay and make contacts MS of the car-running relay. Consequently, when the brush 23 reaches one of the contact segments al to a5 which is connected to the bus L+, the car-call stopping relay TT is connected for energization across the buses L+ and L- for the purpose of stopping the elevator car at the next floor reached by the car. As the elevator car stops, the brush 23 preferably passes slightly beyond the associated contact segment.

When the elevator car A is conditioned for down travel,

the car-call stopping relay TT is connected between the n brush 40 and the bus L through the make contacts X3 of the down-preference relay and the make contacts M3 of the car-running relay. Consequently, when the brush 40 reaches one of the contact segments 114 to hb which is connected to the bus L+, the car-call stopping relay TT is energized to initiate a stopping operation of the elevator car at the next floor reached by the car. As the elevator car stops, the brush 40 preferably passes slightly beyond the associated contact segment.

The mechanical switches 51. to 54 are connected in a circuit for energizing the car-call-above relay H only if a car-call exists for a floor above the position of the elevator car. In order to prevent energization of the relay H by calls registered for floors below the position of the elevator car, the cam 25 maintains open any of the mechanical switches corresponding to the floor at which the elevator car is located and to a floor immediately below the position of the elevator car. It will be noted that the relay H is connected between the bus L- and a brush 56. The brush 56 is mounted on the carriage 21 of the floor selector shown in Fig. l, and has a length sufiicient to bridge successive contact segments in the row al to a5. The elevator car in Fig. 2 is assumed to be at the third floor. The brushes 23 and 40 engage contact segments associated with the third floor, whereas the brush 56 engages the contact segment a4 which is associated with the fourth floor. The connections of the mechanical switches 51 to 54 will be clear by inspection of Fig. 2.

The coils 100 to 500 and bcc are connected in series for energization either through make contacts W4 of the uppreference relay or make contacts X4 of the downpreference relay. When the elevator car reverses its direction of travel, the make contacts W4 and X4 both are momentarily opened to deenergize the associated holding coils for the purpose of resetting the car-call push buttons.

Figure 3 In Fig. 3, circuits are illustrated for the purpose of controlling the energization of the floor call stopping relay K, the starting relay 80, the auxiliary stopping relay T and the expediting relay Z.

When the down floor-call push button 2D is operated, the down floor-call storing relay 2DR is connected therethrough across the buses L-}- and L- for energization. Upon energization, the relay closes its make contacts 2DR1 to establish a holding circuit around the push button. The contact segment f2 now is connected (and corresponding contact segments for the remaining elevator cars are connected) through the contacts 2DR1 The contact segments f4, f3 and fb simidown floor-call push buttons 4D, 3D and bU. The contact segments f4, f3, f2 and fb for the fourth, third, secpositioned in a row on the 3 8 floor selector 19 of Fig. 1 for successive engagement by a brush 58 as the elevator car A moves from the upper terminal in a down direction.

The floor-call stopping relay K is connected between the bus L+ and the brush 58 through make contacts X5 of the down preference relay. Consequently, if the elevator car A approches the second floor during a down trip while a down floor call is registered for such floor, the engagement of the contact segment 32 by the brush 58 completes an energizing circuit for the floor-call stopping relay K.

Each of the down floor-call storing relays 4DR, 3DR, 2DR and bUR has an operating coil and a cancelling coil, respectively, 4DRN, 3DRN, 2DRN and bURN, which is energized in opposition to the energization of the operating coil. The cancelling coil 2DRN is connected between a contact segment g2 (and similar contact segments Bg2 etc. for the other elevator cars) and the bus L+ through the make contacts 2DR1. As the elevator car A reaches the second floor, the following energizing circuit for the cancelling coil is established.

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

Energization of the coil 2DRN opposes energization of the relay by the operating coil and resets the relay. It will be understood that the contact segments g4, g3, g2 and gb are arranged in a row for successive engagement by the brush 59 as the elevator car proceeds downwardly from the upper terminal floor to control the energization of the cancelling coils 4DRN, 3DRN, ZDRN and bURN.

The down floor-call storing relays together with the up floor-call registering relay bUR all cooperate with the brushes 58 and 59 in substantially the same manner to control the energization of the floor-call stopping relay during down travel of the elevator car. Although the basement floor-call storing relay registersa call for the up direction, it stops the elevator car during down travel and consequently is associated with the brushes 58 and When the up floor-call push button 2U is operated, the up floor-call storing relay 2UR is connected for energization therethrough across the buses L+ and L. Upon operation, the relay closes its make contacts 2UR1 to establish a holding circuit around the push button 2U. As a result, a contact segment [22 is connected (andetc. for the other elevator cars are connected) to the bus L+ through such make contacts. As the elevator car during up travel approaches the second floor, the brush 60 engages the contact segment b2 to establish the following energizing circuit for the floor-call stopping relay.

This conditions the elevator to stop at the second floor. As the elevator car stops at the second floor, a brush 61 engages the contact segment 02 to establish the followizrigRcircuit for the cancelling coil of the storing relay contact segments Bb2 L+, 2UR1, 2URN, c2, 61, W6, M4, L-

Such energization of the cancelling coil results in resetting of the storing relay which has its main coil acting in opposition to the cancelling coil. The up floor-call push buttons 3U and 4U similarly control the associated storing relays and contact segments. It will be understood that the contact segments c2, c3 and c4, and contact segments b2, b3 and b4 are arranged in rows on the floor selector for engagement successively by the brushes 61 and 60, as the elevator car A proceeds upwardly.

The starting relay can be energized only if the timing relay 70T is deenergized and dropped out to close its break contacts 70T1. When the elevator car is positioned at the lower dispatching floor, the energizing circuit for the starting relay normally is completed through the make contacts S1 of an auxiliary starting relay. At the upper terminal or dispatching floor, make contacts TSl may operate in a manner similar to the operation of the contacts S1 for the lower dispatching floor to start the elevator car from the upper terminal floor. Between the dispatching floors, the make contacts S1 are shunted by the contacts of a mechanical switch 63. This switch is open when the elevator car is ad acent the upper terminal or dispatching floor and the lower dispatching floor. For all other. positions of the elevator car A, the switch 63 is closed.

If the elevator car is locatcdat' the lower dispatching floor, an emergency starting circuit under certain conditions may be established through break contacts EMl of an emergency relay EM and make contacts ST1 of an emergency sarting relay ST. The latter contacts are shunted by make contacts 80-2 of the starting relay.

The energization of the main starting relay 80 further is controlled by make contacts Z1 of an expediting relay. Under certain conditions, the relay Z operates to expedite movement of the elevator car in an up direction past the first floor.

When the elevator car A is at the basement floor, the auxiliary stopping relay T controls the stopping of the elevator car at the first floor. For the auxiliary stopping elevator car A must be movement (make contacts M are closed); the elevator car must be conditioned for up travel (make contacts W7 are closed); and the elevator basement floor (the brush leaves the basement fioor).

In addition, the energization of the auxiliary stopping relay has three additional controls. If the manuallyoperated switch 64 is closed, the conditions set forthin the preceding paragraph suflice to energize the auxiliary stopping relay. However, if the manually-operated switch 4 is open, as illustrated in Fig. 3, the conditions set forth in the preceding paragraph suflice to energize the auxiliary stopping relay only if break contacts Z2 of the expediting relay Z are closed, or if a car call for the first floor is registered in the elevator car A, which results in closure of the push button contacts 102. When energized, the auxiliary stopping relay causes the elevator A to stop at the first floor.

The conditions under which the expediting relay Z may be energized are controlled in part by a manuallyoperated switch 65. Conveniently, the switches 64 and 65 may be connected for simultaneous operation from the positions illustrated in Fig. 3 to their alternate positions. When the switch 65 occupies the position illustrated in Fig. 3, shunting the break contacts N1 of the loading relay, the expediting relay Z may be energized, provided the elevator car is conditioned for up travel (make contacts W8 are closed); one of the other cars has been selected as the nextcar to leave the lower dispatching fioor (make contacts BN1, CN1 or DNl are closed); a car call is registered for a higher 'floor (make contacts H1 are closed); the elevator car is conditioned to move (make contacts car A is adjacent the basement gages a contact segment a when adjacent the basement floor. cated on the floor selector). pediting relay closes its make shunt around the contacts M6, the contact segment a and the brush 66.

floor (a brush 66 enthe elevator car A is These components are 10- Upon energization, the exis operated into its alternate position, it shunts the contacts BN1, CN1 and DNI.

' is immaterial whether one of the remaining cars has or has not been selected as the next car to leave the dispatching floor. However, energization of the expediting relay now takes place only if the elevator car A has not been selected as the next car to leave the dispatching floor (break contacts N1 of the loading relay for the elevator car A are closed).

When a starting operation of an elevator car is initiated, the elevator car may fail to start for various reasons.

For example, in an automatic system, the door of an eleva- I tor car may be held open. Because of the safety devices associated with the elevator door, the elevator car is prevented from starting until the door is released.

When an elevator car is prevented from starting, it may be desirable to modify the operation of the system. Such modification may be introduced by a second timing relay 57T which is provided in any suitable manner with a delay in dropout. For example, the time delay in dropout may be provided by a resistor 94 which is connected across the coil of the second timing relay.

If the modification in system operation introduced by the relay 57T is not required, the relay may be connected continuously across the buses L+ and L- through a manually-operated switch 95. This switch is connected M6 are closed); and the elevator contacts Z3 to establish ,a

- constant speed.

main starting vent dropout thereof.

However, if the elevator car A ing for any reason for a sufficient relay S71 drops out to modify the operation of the system in a manner which will be discussed below.

For present purposes, it will be assumed that the manually-operated switch is closed.

is prevented from starttime, the second timing Figure 4 On the left half of Fig. 4, a dispatching device is illustrated which normally controls the dispatching ot the elevator cars employed in the system. 1H6 specinc dispatching device illustrated is of the non-rotational type.

mg. 4, an emergency dispatching device 18 illustrated which is automatically errective it the main dispatching device rails to operate.

when the dispatching device is L0 be employed, a manualiy0perated switch on is closed to connect a relay 1 across the buses L+ and L-. Upon energlzation or the relay 1, the make contacts E1 close to connect a conductor (:9 to the bus 14-. Conductor 70 may be connected to the bus L+ through a ruse 70F.

The selectlon and timing mechanism include as one component a motor 71' which operates substantially at This motor may be or" any suitable type, but ror present purposes it will be assumed that the motor is a squirrel-cage alternating-current motor which is energized trorn a suitable source of alternating current. The motor 71 is connected through a spring-released electromagnetically-applied clutch 12 to a cam 73 having a protuberance tor successively operating mechanical switches Y, BY, CY and DY which are associated with the respective elevator ca s. The electromagnetic clutch the first floor (one or more of the contacts L1, BLI, (3L1, DLl are closed), and if no elevator car has been selected as the next car to leave the dispatching floor (break contacts N2, BN2, CNZ and DNZ all are closed).

The motor 7T also may be coupled through a springreleased e1ectromagnetically-applied clutch 74 to a cam 75 which is biased towards a predetermined position by a spring '16. The cam 75, when coupled to the motor 71, is rotated against the bias of the spring to close normally open contacts 77 a predetermined time after the cam 75 is coupled to the motor 71. The clutch 74 can be electrically energized only if no elevator car is being started (break contacts S2, BS2, CS2 and D82 are closed), and if the break contacts 181 of the holding relay 18 are closed. The energization of the clutch 74 assumes that the manually-operated switch 97 is closed. If this switch is open, one of the sets of make contacts L3, BL3, GL3 and DL3 of the car position relays must be closed before the clutch can he energized. For present purposes, it will be assumed that the manually-operated switch 97 is closed. The holding relay TS is energized upon closure of the contacts '77 to close its make contacts 182 for the purpose of establishing a holding circuit around the contacts 77.

The presence of an elevator car at the dispatching floor is determined by the energization of a car-position relay for each of the elevator cars. Thus, a car-position relay L for the elevator car A is energized when a brush '78 engages a contact segment p1, when a normally-open mechanical switch 27 is closed and when the make contacts 57T1 of the second timing relay are closed. present purposes, it will be assumed that the contacts 57T1 are continuously closed. The mechanical switch 27 is closed only when the elevator car A is adjacent the dispatching floor.

The brush 78 is operated by the floor selector for the elevator car A to engage the contact segment p1 when the elevator car is at the dispatching floor. Although unlikely, it is conceivable that the floor selector may be out of step with the associated elevator car A. Under 11 such circumstances, the brush 78 does not engage the contact segment p1 when the elevator car A is at the dispatching floor. Consequently, if the floor selector is out of step, the car position relay L the elevator car A will not be patching floor.

If the elevator car A is at the dispatching floor (make contacts L2 are closed), if it has been selected as the next car to leave the dispatching floor (switch Y is closed), and if it is not being started (break contacts S3 are closed), the loading relay N for the elevator car A is energized. The loading relay may be employed in a conventional way to permit loading of the elevator car A. For example, the loading relay when energized may operate a loading signal, such as a'larnp, which indicates that passengers may enter the elevator car. If desired, the loading relay N when energized may open the normally-closed doors of the elevator car A to permit entry of passengers into the elevator car.

After the expiration of a time sufficient for cam 75 to close the contacts 77 and energize the relay IS, the make contacts 153 close to complete the following circuit.

70, L2, S, N3, 183, 69

The relay S when energized closes its make contacts S4 to establish a holding circuit around the contacts N3 and 183, and starts the elevator car A from the dispatching floor.

As previously pointed out, an emergency dispatching device also is illustrated in Fig. 4. Although the same source of power may be employed for the dispatching devices, preferably a separate source is employed for the emergency device. This source is illustrated in Fig. 4 as a three-phase alternating-current source represented by conductors LA, LB and LC. When the emergency dispatching device controls the starting of the elevator cars, break contacts EM3 close to connect a signal device, such as a lamp 78L across the conductors LB and LC to indicate'the failure of the main dispatching device.

Energy from the three-phase conductors LA, LB, LC may be rectified by a conventional rectifier 79. The direct current output of the rectifier is supplied through a fuse 80F and a manually-operated switch 81 to conductors 82 and 83.

The emergency dispatching device includes a timer in the form of a cam 84 which is continuously rotated by a suitable motor, such as a direct-current motor 85 having an armature 85A connected across the conductors 82 and 83 through an adjustable resistor R3. The motor has a field winding 85F which is connected directly across the conductors 82 and 83. The continuously rotating cam 84 closes contacts 86 at suitable intervals. For example, the contacts may be biased normally open and may be closed at thirty-second intervals. The contacts 86 gc introl the energization of an emergency starting relay The motor 85 also rotates a cam 87 which successively closes normally-open contacts lYE, 2YE, 3YE and 4YE.

If the main dispatching device fails, the elevator cars soon come to a stop at the dispatching floor. Under these circumstances, the car-running relays for all of the cars are deenergized and the break contacts M7, BM7, CM7 and DM7 all are closed. As the cam 87 rotates, the associated switches IYE, 2YE,'3YE and 4YE are successively closed to complete energizing circuits for the emergency control relays 1DT, 2DT, 3DT and 4DT. For example, when the contacts 1YE close, an energizing circuit is completed for the relay 1DT which closes its make contacts 1DT1 to establish a holding circuit around the contacts 1YE.

Break contacts 1DT2, 2DT2, 3DT2 and 4DT2 of the emergency control relay are connected in parallel for the purpose of controlling the energization of the emergency relay EM. If all of the emergency control relays are energized, the emergency relay EM is deenergized to condition the emergency dispatching device to dispatch the elevator cars. Under such circumstances, the break contacts EMS are closed to illuminate the signal 78 which indicates that the main dispatching device has failed. The break contacts EM4 are closed to by-pass the contacts M7, BM7, CM7 and DM7. The contacts EMl and EM2 (of Fig. 3) are closed to place the starting relays 80 and 1380 under the control of the emergency starting relay contacts ST1 and $12 at the dispatching floor.

dispatched from the discannot be energized, and

' intervals determined by if the make contacts promptly gency dispatching vator system,

, energized. Consequently,

The emergency dispatching device now operates to dispatch all of the elevator cars from the dispatching floor. Thereafter, the dispatching device operates at the energization and pick up of relay ST to dispatch any of the elevator cars which is at the dispatching floor.

Referring again to the emergency relay EM of Fig. 4, it should be noted that this relay can be energized only P2 are closed. If the power source for the main dispatching device fails, the relay P is deenergized and the make contacts P2 promptly open to deenergize the emergency relay EM. Consequently, the emergency dispatching device is placed into operation for the purpose of dispatching the elevator car.

When the emergency device once takes control of the dispatching functions, it continues in operation until the main dispatching device is repaired, and the switch 81 is manually opened for a short time to reset the emerdevice (which is accomplished by the drop out of relays 1DT, 2DT, EDT and 4DT).

Normal dispatcher operation In order to explain the overall operation of the eleit will be assumed first that the elevator cars are at the first or dispatching floor when the system initially is energized. The cars will be assumed to be conditioned for operation in the up direction. For example, the elevator car A has its up-preference relay W make contacts W1, W3, W4, W5, W6, W7, W8 of the relay are closed, whereas break contacts W2 of the relay are open.

Referring to Fig. 4, closure of the switch 68 energizes the relay P. This relay closes its make contacts P1 to connect the conductors 69 and L-. The relay also closes its make contacts P2 to energize the emergency relay EM through the closed contacts 1DT2 to 4DT2.

The energized emergency relay EM opens its make contact EMI and EMZ (Fig. 3) and opens its break contacts EM3 and EM4 (Fig. 4).

The motor 71 is energized to rotate at a substantially constant rate.

Inasmuch as the elevator cars are assumed to be at the dispatching floor, the car-position relays are energized. For example, the car-position relay L is energized through the circuit:

70, pl, 78, 27, L, 69

- for the car A is out of step. Should the floor selector be out of step, the brush 78 would be displaced from the contact segment p1 when the elevator car A is at the dispatching floor. Under these circumstances, the car-position relay L could not be energized, and the elevator car A would remain at the dispatching floor.

As a result of its energization, the car-position relay L closes its make contacts L2 to prepare certain circuits for subsequent energization. In addition, the make contacts L1 close to complete the following circuit for the clutch 72.

70, L1, 72, N2, BN2, CN2, DN2, 69

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

70, L2, N, 53, Y, 69

It will be assumed that the loading relay N upon energization initiates opening of normally-closed doors of the elevator car A to permit intending passengers on the dispatching floor to enter the elevator car. In addi tion, the loading relay N opens its break contacts N1 (Fig. 3) without affecting operation of the system at this time. Opening of the break contacts N2 (Fig. 4) deenergizes the clutch 72. Consequently, the cam 73 is uncoupled from the motor 71. Finally, the make conthe starting relay S for subsequent energization.

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

70, 181, 74, S2, BS2, CS2, D82, 69 As a result of its coupling to the motor 71, the cam 75 rotates against the bias of its spring 76 until at the expiration of the time interval allowed for loading elevator cars the contacts 77 close. Closure of these contacts completes the following circuit:

70, IS, 77, S2, BS2, CS2, D82, 69

70, L2, S, N3, 183, 69

Energization of the auxiliary starting relay S closes the make contacts S4 to establish a holding circuit around the Break contacts S2 open, and this opening causes relay 18 to drop out. This has no immediate eflect on the system operation.

The loading relay when deenergized closes its break contacts N1 (Fig. 3) and opens its make contacts N3 without immediate efiect on the operation of the system. In addition, break contacts N2 close to prepare the clutch 72 for subsequent energization.

Turning now to Fig. 3, it will be noted that closure of the make contacts S1 results from energization of the auxiliary starting relay S. Inasmuch as the elevator car A is assumed to have remained at the dispatching floor for a time suflicient to permit closure of the break contacts 70T1, an energizing circuit now is complete for the main starting relay 80.

The starting relay 80 closes its make contacts 80-2, but such closure has no immediate effect on the operation of the system. In addition, it is assumed that the starting relay 80 controls the closure of the doors of the elevator car in a conventional manner. Closure of the doors places the safety devices 33 of Fig. 2 in condition to pass current and this coupled with closure of the make contacts 89-1 of the starting relay completes the following circuit for the up switch and the car-running relay:

L+, 80-1, W1, F1, 34, U, M, 33, L

The energized up switch U closes its make contact U1 to release the brake 17, and contacts U2 and U3 close to energize the generator field winding 29C with proper polarity for up travel of the elevator car. Make contacts U4 close to complete through the limit switch 30 and the contacts E1 an energizing circuit for the speed relay V. The speed relay closes its make contact V1 to shunt the resistor R1 and condition the elevator car A for full speed operation in the up direction. Also, the speed relay opens its break contacts V2 to prevent energization therethrough of the stopping inductor relay F.

Returning to the up switch U, it will be noted that closure of the make contacts U5 establishes a holding circuit around the contacts 801 and W1. Opening of the break contacts U6 prevents energization therethrough of the down preference relay. The elevator car A now is in condition for full speed operation in the up direction and departs from the dispatching floor.

It will be recalled that the car-running relay M was energized with the up switch U. The car running relay closed its make contacts M1, M3, M5 and M6 (Fig. 3) without immediate effect on the operation of the system. However, closure of the make contacts M2 (Fig. 2) energizes the timing relay 70T This relay opens its break It will be assumed now that the passenger in the elevator car operates the car-call push button (Fig. 2) to register a car call for the third floor. Such operation energizes the relay H and connects the contact segments (13 and I13 to the bus L+. As the elevator car nears the third floor, the cam 25 opens the switch 53 to deenergize the relay H, and the brush 23 engages the contact segment :13 to complete the following circuit for the carcall stopping relay TT:

14 make contacts TTI to energize the holding relay G and the slowdown inductor relay B through the closed contacts M1. Energization of the holding relay G completes through the make contacts G1 a holding circuit around the cont-acts TTl.

When the elevator car A in its upward travel reaches the inductor plate UEP (Fig. l) for the third floor, the break contacts E1 are opened to deenergize the speed relay V (Fig. 2). The speed relay opens its break contacts V1 to introduce the resistor R1 in series with the generator field winding 29C. The resultant reduction in field current slows the elevator car to a landing speed. In addition, the speed relay V closes its break contacts V2 to complete through the contacts G1 and M1 an energizing circuit for the stopping inductor relay F.

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

The up switch U opens its make contacts U1 to deenergize the brake 17, and the brake is promptly forced against the brake drum 16 by its associated spring. Contacts U2 and U3 open to deenergize the generator field winding 29C. Consequently, the elevator car A stops accurately at the third floor. Opening of the make contacts U4 and U5 and closure of the break contacts U6 have no immediate effect on the operation of the system. As the elevator car comes to a stop the brush 23 may pass the contact segment for a slight distance to deenergize the relay TT.

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

The car running relay also opened its make contacts M2 to start a timing-out operation of the timing relay 743T. This relay has a time delay in drop out sutficient it discharge of passengers or entry of passengers into the elevator car A. Opening of the M3 and M5 and closure of the break contacts M4 have no immediate etfect on the operation of the system.

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

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

L+, 3UR1, b3, 60, W5, K, L

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

As the elevator car A slows down to stop at the third floor, the brush 61 engages the contact segment 03 to complete the following cancelling circuit:

L+, SURE, 3URN, c3, 61, W6, M4, L-

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

Referring to Fig. 3, it will be recalled that the mechanical switch 63 is closed only at the dispatching floor and the upper terminal floor positions of the elevator car. Since the elevator car is now at the third floor, the switch 63 is closed. Consequently, as soon as the timing relay T drops out, the break contacts 70T1 close to complete an energizing circuit for the starting relay 80. This operates in the manner previously discussed to start the elevator car upwardly. In this way, the elevator car A continues to the upper terminal floor, answering all registered car calls and all registered up floors calls during its upward trip.

As the elevator car A approaches the upper terminal or fifth floor, the brush 23 (Fig. 2) engages the contact segment a5 to complete the following energizing circuit for the car-call stopping relay:

L+, a5, 23, W3, TT, M3, L-

The car-call stopping relay operates in the manner previously discussed to stop the elevator car accurately at the upper terminal floor.

As the elevator car A reaches the upper terminal floor, the mechanical switch 63 (Fig. 3) opens. Consequently, the elevator car A cannot start from the upper terminal floor until it is started by its upper terminal dispatching device represented by the contacts TS1. It will be understood that the upper terminal dispatching device may be similar to the dispatching device discussed for the first floor. For present purposes it will be assumed that the contacts T51 operate for the upper terminal dispatching floor in the same manner by ghich the contacts S1 operate for the lower dispatching oor.

As the elevator car reaches the fifth floor, the limit switch 36 (Fig. 2) opens to deenergize the up-preference relay W. This relay opens its make contacts W1, W3, W5, W6, W7 and W8 without immediately affect ing the operation of the system. However, opening of the make contacts W4 deenergizes the holding coils for the car-call push buttons, and these are reset. In addition, closing of the break contacts W2 completes the following energizing circuit for the down-preference relay:

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

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

It will be assumed next that the dispatching device for the upper terminal floor closes its contacts TSl (Fig. 3) and that the timing relay has closed its break con tacts 70T1 to complete an energizing circuit for the starting relay 80. This relay operates to close the doors of the elevator car and closes its make contacts 80-2 which have no immediate effect on the operation of the system. The closing of the doors coupled with the closing of the make contacts 801 completes the following circuit for the down relay M:

w, L+, -1, X1, F2, 35, D, M, as, L-

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

Upon energization, the down switch D closes its make contacts D1 to release the brake 17. In addition, make contacts D2 and D3 close to energize the generator field winding 29C in the proper direction for down travel of the elevator car. Closure of the make contacts D4 completes an energizing circuit for the speed relay V. This relay closes its make contacts V1 to shunt the resistor R1 and opens its break contacts V2. The elevator car now is conditioned for movement in the down direction at full speed and moves away from the upper terminal floor.

Closure of make contacts D5 establishes a holding circuit around the contacts 801 and X1. Opening of break contacts D6 has no immediate effect on the operation of the system.

It will be understood that as the elevator car leaves the upper terminal floor, the limit switch 36 (Fig. 2) and the switch 63 (Fig. 3) reclose;

It will be assumed next that a passenger in the elevator car operates the car-call push button 30 for the purpose of registering a car call for the third floor. This button connects the contact segments a3 and k3 to the bus L+. It will be understood that as the elevator car approaches the third floor the cam 25 opens the switches 52 and 53 to permit energization of the contact segments a3 and k3 only through the push button 30.

When the brush reaches the contact segment 113, an energizing circuit is established for the car-call stopping relay TT as follows:

switch D and the car-running 16 L+, '30, I13, 40, X3, TT, M3, L-*

Consequently, the relay closes its make contacts TTI to energize through the contacts M1 the holding relay G and the inductor relay E. The holding relay G closes its make contacts G1 to establish a holding circuit around the contacts TTl.

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

When the stopping inductor relay F reaches the inductor plate DFP for the third floor, the contacts F2 open to deenergize the down switch D and the carrunning relay M. The down switch D opens its make contacts D1 to permit reapplication of the brake 17. Make contacts D2 and D3 open to deenergize the generator field winding, and the elevator car A stops accurately at the third floor. Opening of the make contacts D4 and DS and closing of the break contacts D6 have no immediate effect on the operation of the system. As the elevator car comes to a stop the brush 40 may pass the contact segment h3 slightly to deenergize the relay TT.

The car-running relay M opens its make contacts M1 to deenergize the inductor relays and the holding relay G. The holding relay G in turn opens its make contacts G1 to prevent subsequent energization therethrough of the inductor relays.

The car-running relay M also opens its make contacts M2 to start a timing-out operation of the timing relay 70T. Opening of make contacts M3 and M5 and closing of break contacts M4 have no immediate effect on the operation of the system.

It will be assumed that deenergization of the carrunning relay results in opening of the elevator car doors for a predetermined time in a conventional manner. The passenger now leaves the elevator car. At the end of the time interval measured by the timing relay 70T, the break contacts 70T1 (Fig. 3) close to energize through the switch 63 the starting relay 80. The starting relay operates in the manner previously described to start the elevator car down from the third floor.

Let it be assumed that instead of a car call a down floor call was registered for the third floor by operation of the push button 3D (Fig. 3). Such operation energizes the down floor-call storing relay 3DR which closes its make contact 3DR1 to establish a holding circuit around the push button 3D. The contact segment f3 and corresponding contact segments for the remaining elevator cars of the system are connected through the make contacts 3DR1 to the bus L+.

As the elevator car A approaches the third floor in the down direction, the brush 58 reaches the contact segment f3 to complete an energizing circuit for the floor call stopping relay K as follows:

L+, 3DR1, f3, 58, X5, K, L-

L+, 3DR1, 3DRN, g3, 59, X6, M4, L-

As a result of energization of the cancelling coil 3DRN, the down floor call storing relay 3DR is reset.

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

L+, bc2, bUR3, hl, 40, X3, TT, M3, L

A stops at the first floor, the medeenergize the down-preferits make contacts X1,

Emergency dispatcher operation It now will be assumed that the main dispatching device becomes defective. For example, the motor 71' (Fig. 4) may become defective and come to a stop; Under such conditions, the elevator until they reach the first or dispatching floor. When the elevator carsare. all atthe dispatching floor, the break contacts M7, BM7, CM7 and DM7 are all closed. Consequently, as the cam 87' closes the-associated mechanical switches, the relays lDT, ZDT, 3DT and 4DT are successively'energized. For example, when the mechanical.

switch lYE the circuit:

82, lYE, lDT, M7, BM7, CM7, DM7, 83

The relay lDT closes its make contacts 1DT1 to establish aholding circuit around the mechanical switch lYE.

As a result of the energization of the relays lDT to 4DT, the parallel break contacts 1DT2 to 4DT2 all open to deenergize the emergency relay EM. This relay closes its relay 80 under the control of the-contacts ST1 of an emergency starting relay. In addition, the break contacts EMZ'perform a similar operation for the elevator car B. Similar contacts are provided for each of the elevator cars of the system.

Referring again to Fig. 4, the emergency relay closes its break contacts EMS to energizethe signal 78L. Such energization calls attention to the'fact that the main dispatching device is inoperative. Finally, break contacts EM4 establish a holding circuit around the contacts M7, BM7, CM7 and DM7.

At the end of an interval which cannot exceed say thirty seconds, the cam 84 momentarily closes the switch 86 to energize the emergency starting relay ST. This relay closes its make contacts ST1 (Fig. 3) for the elevator car A and similar contacts for the remaining elevator cars of the system to start all' of the elevator cars from the dispatching floor. Thereafter, whenever an elevator car, such as the elevator car A, reaches the first or dispatching floor, it is dispatched by means of the emergency starting relay. Thus, if the elevator car A reaches the first dispatching floor and the timing relay thereafter drops out to close its contacts 7(lT1, the first closure of the contacts ST1 of the emergency starting relay (which occurs within a maximum time of say thirty seconds) completes an energizing circuit for the starting relay 8% In this way, reasonably satisfactory elevator service is provided until the main dispatching device is repaired. When the starting relay 80 is energized contacts Sil2' close to establish a holding circuit around the contacts ST1.

Following repair of the main dispatching device, the switch 81 (Fig. 4) may be opened momentarily to deenergize the relays lDT to 4DT. These relays reclose their break contacts 1DT2 to 4DT2 to reenergize the emergency relay EM. Contacts lDTl to 4DT1 also open but have no immediate effect on system operation.

Upon reenergization, the emergency relay EM opens its break contacts EMT (Fig. 3) and similar contacts associated with the remaining elevator cars of the system. The emergency relay opens its breakcontacts Ell/l3 (Fig. 4) to deenergize the signal 78L and opens its break contacts EM4 to complete the removal of the emergency dispatching device from active service.

Had the power supply for the main dispatching device failed the relay P would have been deenergized. The prompt opening of the make contacts P2 would have deenergized the emergency relay EM to place the emergency dispatching device in effective operation.

closes, the relay lDT is energizedthrough Basement service Thus far, the operation of the elevator system has been based on the assumption'that the elevator'ca'rsopercars will continue in operation break contacts EMI (Fig. 3) to place the starting.

ate between the first or dispatching floor and the upper terminal floor. The operation 'ofthe system when service is desired for a basementifioor now will be considered. For the further that no elevator service is provided'directly from the first floor to the basement floor.

Let it be assumed first that the elevator car A is traveling down towards the first floor in the manner previously described and that'a passenger in'the elevator car operates the car-call push button bc (Fig. 2) for the purpose of registering a car call for the basement floor. As a result of its operation, the push button bc closes its contacts be to shunt the switch 37 and prevent deenergization of the down-preference relay X as the elevator car reaches the first floor. Consequently, the elevator car will remain conditioned to proceed in thedown direction below the first floor. In addition, contacts I102 open to prevent energization therethrough of the contact segment hl. Consequently, if no car call is registered for the first floor, the elevator car proceeds directly to the basement floor.

As the elevator car approaches the basement floor, the brush 4 reaches the contact segment hb to complete an energizing. circuit for the car-call stopping relay TT. This relay initiates the stopping of the elevator car A at the basement fioor in a manner which will be clear from the preceding discussion of the stopping of a down traveling elevator car at the third floor.

If instead of a car call, a floor call for the basement floor had been registered by operation of the push button bU. (Fig. 3), the basement call storing relay would have been energized to close its contacts bURl. The contacts connect the contact segment fb and similar contact segments forthe remaining cars tothe bus Ll.

in addition, the contacts bURZ close to shunt the mechanical switch 37 (Fig. 2). Consequently, the downpreference relay X remains energized as the elevator car A reaches the first floor. Finally, the break contacts ZJUR3 open to prevent energization therethrough of the contact segment hl. This permits the elevator car to pass the first floor unless a car call is-registered for the first floor.

As the elevator car A nears the basement floor, the brushv 58 (Fig. 3) engages'the contact segment fb to complete the followingcircuit for the floor call stopping relay:

L+, bUR-l, fb, 58, X5, K, L'

The car-call stopping relay initiates a stopping operation at the basement floor which will be understood from the discussion of the stopping of a down-travelling elevator car at the third floor. It will be understood that as the elevator car stops, the cancelling coil bURN is energized to reset the call storing relay for the basement floor. (If desired, the contact segment fb may be omitted. The contact segment hb (Fig. 2) sufiices to stop the downtravelhig car at the basement floor.)

It will be assumed next that an intending passenger at the basement floor enters the elevator car and presses the car-call push button 30 to register a call for the third floor. The response of the elevator system depends in part on the position of theswitches 64 and 65 (Fig. 3), and it will be assumed first that the switches occupy the positions illustrated in Fig. 3.

When the elevator car leaves the basement fioor, the relay T controls the stopping of the elevator car at the first floor. Since the elevator car at this time is conditioned for up travel, the make contacts W7 of the uppreference relay are closed. Furthermore, since the elevator car is leaving the basement floor, the car-running relay M is energized, and the make contacts M5 thereof are closed. As the elevator car leaves the basement floor, the brush 24 engages the contact segment e1. Since the switch 64 is assumed to be open, further control of the energization of the relay T is exercised by the contacts 102 of the car-call push button 10 (see Fig. 2) located in .the elevator car and by the break contacts Z2 (Fig. 3) of the expediting relay Z.

if a passenger entering the elevator car at the basement floor desires to stop at the first floor, he operates the appropriate car-call push button to close the contacts 162. This completes an energizing circuit for the relay T, and this relay, as the elevator car leaves the basement floor, closes its make contacts T1 (Fig. 2) to complete an energizing circuit for the holdingrelay G and for'the slowdown inductor relay E. These initiate a purpose of simplification, it will be assumed.

stopping operation of the elevator car at the first floor in a manner which will be clear from the preceding discussion of the stopping of the elevator car during up travel.

Returning to Fig. 3, the control of the relay T by the break contacts Z2 now will be considered. While the elevator car is at the basement floor and while the elevator car is at the first floor, the brush 66 engages the contact segment d. It will be understood that the brush 66 and the contact segment d are associated with the floor selector in the same manner by which the brush 24 and the contact segment e1 are associated therewith.

If the elevator car A is leaving the basement floor, the

-make contacts W8 of the up-preference relay W are closed, and the make contacts M6 of the car-running relay M also are closed.

The energization of the expediting relay Z also requires closure of the make contacts H1 of the car-callabove relay H. By reference to Fig. 2, it will be noted that when the elevator car A is at the basement floor, the contact brush 56 is in engagement with the contact segment a1. Under these circumstances, the relay H is energized if a car call is registered for a floor above the first floor. senger entering the elevator car at the basement floor registers a car call for the first floor by operation of the car-call push button 10. Since this push button does not control the energization of the car-call-above relay H, it follows that the relay remains deenergized, and the expediting relay Z of Fig. 3 cannot be energized.

Let it be assumed next that a passenger entering the elevator car A at the basement floor registers a car call for the third floor by pressing the car-call push button 30. This completes the following energizing circuit for the relay H:

L+, 3c, 52, 51, a1, 56, H, L-

The relay H now is energized and closes its make contacts H1 (Fig. 3) to permit energization therethrough of the expediting relay Z.

Inasmuch as the switch 65 is position illustrated in Fig. 3, the contacts assumed to be in the N1 do not affect energization of the expediting relay. However, the

L+, d, 66, M6, H1, BN1, 65, W8, Z, L-

The energized expediting relay Z closes its make contacts Z3 to establish a holding circuit around the contact segment d, the brush 66 and the contacts M6. Closure of the make contacts Z1 has no immediate effect on the operation of the system. Opening of the break contacts Z2 prevents energization therethrough of the relay T.

The brush 66 is positioned to engage the contact segment d while the elevator car A is at the basement floor, whereas the brush 24 is positioned to engage the contact segment 21 as the elevator car A leaves the basement floor. Consequently, the break contacts Z2 under the assumed conditions open before the brush 24 engages the contact segment el, and the relay T remains deenergized. The elevator car A now proceeds directly to the third floor and stops in the normal manner to discharge the passenger at such floor. This by-passing of the first floor appreciably expedites transportation of the passenger from the basement floor to the third floor.

Next, it will be assumed that the switches 64 and 65 are moved from the position illustrated in Fig. 3 to their alternate positions. Under such circumstances, the switch 64 by-passes the contacts 102 and the break contacts Z2, and the elevator car A upon leaving the basement floor always is conditioned to stop at the first floor. However, the duration of the stop of the elevator car A at the first floor is determined in part by the condition of the expediting relay Z. Y

The assumed position of the switch 65 has transferred control of the energization of the expediting relay Z from the contacts BN1, CNl and DNl to the break contacts N1 of the loading relay for the car A. If the For example, let it be assumed that a pas elevator car A is selected as the next car to leave the dispatching floor as it arrives at the dispatching floor from the basement floor, the loading relay N (Fig. 4) is energized by a sequence which will be clear from the preceding discussion. Consequently, the break contacts N1 (Fig. 3) are open, and since the switch does not under the assumed conditions shunt the contacts N1, the expediting relay Z cannot be energized. At the expiration of its loading interval, the elevator car A is dispatched from the first floor in the customary manner.

Next, it will be assumed that as the elevator car A reaches the first floor it is not selected as the next car to leave the dispatching floor. Under these circumstances, the break contacts Nl are closed. If a passenger entering the elevator car A at the basement fioor operated the car-call push button for the third floor, the make contacts H1 of the car-call-above relay H are closed,

and the expediting relay Z is energlzed through the circuit:

L+, d, 66, M6, H1, 65, N1, W8, Z, L-

The expediting relay closes its make contacts Z3 to establish a holding circuit around the contact segments d,

brush 66 and contacts M6. Since the switch 64 is closed,

the condition of the contacts Z2 has no effect on the iciperation of the system, and the car A stops at the first oor.

The expediting relay also closes its make contacts Z1. (It will be recalled that the switch 63 is opened at the dispatching floor.) Upon reclosure of the break contacts 70T1 by the timing relay after the first-floor stop, the starting relay is energized through the circuit Upon energization, the relay 80 starts the elevator car in the customary manner.

From the foregoing discussion it is clear that a passenger desiring to proceed from the basement floor to a floor above the first floor cannot be held at the first floor for a time longer than the normal loading time allowed for an elevator car at the dispatching floor.

Modified operation The foreging discussion of the operation of the system has assumed that the manually-operated switch (Fig. 3) and the manually-operated switch 97 (Fig. 4) are closed. The effect of the opening of the switch 95 now will be considered.

Assuming that the manually-operated switch 95 of Fig. 3 is open and that the elevator car A is stationed at the lower dispatching floor, the second timing relay 57T is energized through the break contacts 80-3 of the main starting relay.

When the elevator car A is to be started from the lower dispatching floor, it will be recalled that the auxiliary starting relay S is energized and that this relay closes its make contacts S1 (Fig. 3) to energize the main starting relay 80 through the break contacts 70T1. The operation of the main starting relay 80 in starting the elevator car A has previously been set forth.

The energization of the main starting relay is accompanied by opening of the break contacts 80-3. The second timing relay 57T now starts to time out.

Under normal conditions of operation, the closure of the make contacts 80-1 (Fig. 2) is followed by energization and pick-up of the up-switch U and the car running relay M. The car running relay M, it will be recalled, closes its make contacts M2 to energize and pick up-the timing relay 70T.

The timing relay 70T closes its make contacts 70T2 (Fig. 3) normally before the second timing relay 57T drops out.

Let it be assumed next that after closure of the make contacts 80-1 (Fig. 2), the door of the elevator car A fails to close. Under these conditions, the safety devices '33 prevent energization of the up switch U and of the car running relay M. The timing relay 7 0T under these conditions remains deenergized and dropped out.

The second timing relay 57T (Fig. 3) continues to time out and after the expiration of a predetermined time delay drops out to open its make contacts 57T1 (Fig. 4).

Opening of the make contacts 57T1 deenergizes the car position relay L. This relay opens its make contacts L1 without immediately affecting the operation of the system. Opening of the make contacts L3 also has no immediate effect on the operation of the system. Howamalgam ever, opening of the make contactsa L2; results: in:. def; energization breakicontacts S2.'close'topermit energization of the clutch 74; Consequently, if an er one of .the;elevator:cars issavailablezat th'elower= dispatching floor; the dispatching device is now free .to

Reclosureof F the break contacts S3 and opening of. the makescontacts S4 have thereof, andpermits the. starting of another one'of the elevator cars which is available atthe lower dispatching Inasmuchas the contacts 801 of'the maiu'startnext car to leavethelower dispatchingfloor and astarting operation thereinitiated by th'edispatching device. Toillustrate'the operation of the system with the man- 74; the cam 75 to the motor 711 forthe purpose of starting measurement ofa loading time interval. Upon theiero pirationof this interval, the camcloses the contacts 77 to energize the relay 18. This operates in the'manner'= previously discussedifor the purpose of dispatching the elevator'car A. It should be noted that despite the late arrivalof the elevatorcarzA atthe:dispatching fioor; it-isheld at the dispatchingifioor. for the full loading interval: measured by the cam 75. Consequently, if passengersare-waiting at the lower:dispatchingfioorptheelevator car A is dispatched :with a usefulload despite its-'late arrival; described: with ref erenceto certain specific embodiments thereof," numerous modifications. are possible. Therefore, the-description andv illustrations are to be. construed in' an illustrative: rather than .in a limiting sense.

I claimas my invention? 1. In an elevator system; for

the floors, fromsaid 2. Asystem as claimed in claim lin combination with signal. means responsive to operation. of the: transfer means.

3. A systemas claimed'in claim lwherein said isecond. meansupon transfer of'the elevator'cars thereto-initially is eifective for dispatching all of the elevatorcars located at the last-named floor.

4. A system as claimed in claim 1 wherein saidv second means upon transfer of the elevator carsthereto. initially' is effective for dispatching all of. the elevator cars located at the last-named floor, andthereafter is etfectiveat intervals for dispatching elevator cars from the last-named: floor.

5'. Asystemwas claimed in claiml whereinztheitrans-x operable? in said. elevator 1 registration of a call fer means isiconditioned for operation m response. to failure. of the elevator cars. to run.

A system as'claimed in claim 1 wherein the'transmeans is conditioned for operation with a first time first condition and with less than said time delay in response to a second condition.

7. A system/as claimed in claim 1 wherein the transfer vator cars under and operating into a secondcondition in response to said' failure of said. elevator cars to run.

9: A system as claimed in claim 8 wherein thetrans latingmeans comprises a signal which operates in reresponse to said failure of all of said cars to run.

10. Inzan elevator system for a structure having aplurality of floors including a dispatching floor, a plurality of in th'e'direction of travel of the elevator car, and auxiliary dispatching means responsive to failure of the first dispatching means for dispatching elevator cars from-the dispatching floor.

11. An elevator system as claimed in claim 10 wherein the auxiliary dispatching means when in dispatching conditionopcrates at'intervals to start automaticallyjall elevatorcars at thedispatchingfioor.

l2..In' an elevator system for a structure plurality of floors, an elevator car, elevator: can for movement relative servethe-floors, control means normally operated in accordancewith movement'of the car, and supervisory means mounting the means-responsive to displacement of the control means from its normal condition relative to the position of the car for preventing operation of the elevator car.

13; A" system as claimed in claim 12 wherein the.

supervisory means comprises first suitable meanshavingcoactingpartsin the positioned for operation when the elevator car is adjacenta-predeterminedposition, and second'switch means operated by thecontrol means normally when the elevatcr-car'is in said predetermined position, and starting. means responsive to predetermined conditions of thefirst and second switch means for starting the elevator car from one'of the floors.

14; In an elevator system for a structure having a plurality of floors including a first terminal floor, a secouditerminal-floor a dispatching floorintermediate the terminal .fioors, an elevator car, means-mounting the'elevator car formovement relative to the structure for providing. elevator service for car. for registering calls for floors, control-means for stopping the. elevator carat'the dispatching floor, a dispatching device. for dispatching.

the elevator car from" thedispatching floor'towards the first terminalffioor, and expediting means responsive to by said call means for a called floor betweensthe dispatching fioor'and the first terminal floor while-theelevator car is displaced floor in the direction of the second terminal floor for expediting the movement of the eievatorcar towards said called floor.

'rality ofifioorsincluding a first terminalfloor, a: second;

substantial time having a to the structure to r hoistway andon the elevator car the floors, call meansfrom tr e dispatching terminal floor and a dispatching floor intermediate the terminal floors, a plurality of elevator cars, means mounting the elevator cars for movement relative to the structure for providing elevator service for the floors, call means operable in each of said elevator cars for registering calls for floors, control means for stopping the elevator cars at the dispatching floor, a dispatching device for dispatching each of the elevator cars from the dispatching floor towards the first terminal floor, and expediting means responsive to registration of a call by said call means from within a first one of the elevator cars for a called floor between the dispatching floor and the first terminal floor while the first elevator car is displaced from the dispatching floor in the direction of the second terminal floor for expediting the movement of the first elevator car towards said called floor.

17. An elevator system as claimed in claim 16 wherein the expediting means dispatches the first elevator car promptly on arrival of the first car with said registered call at the dispatching floor.

18. An elevator system as claimed in claim 16 wherein the dispatching device includes preparatory means for preparing, each of the elevator cars for departure and starting means for starting each of the elevator cars when so prepared from the dispatching floor, said expediting means operating to expedite the movement of said first elevator car past the dispatching floor only if the first elevator car is not prepared for departure by the preparatory means.

19. An elevator system as claimed in claim 16 wherein the dispatching device includes preparatory means for preparing each of the elevator cars, one at a time, for departure and starting means for starting each of the elevator cars, when so prepared, from the dispatching floor after the lapse of a time interval, said expediting means being responsive to preparation of another of the elevator cars for departure by said preparatory means at the time of arrival of said first car at the dispatching fioor while traveling in the direction of the first terminal floor with a call registered by said call means for a floor intermediate the dispatching floor and the first terrnlnal floor for preventing stopping of said first elevator car at the dispatching floor.

20. An elevator system as claimed in claim 16 wherein the dispatching device includes preparatory means for preparing each of the elevator cars, one at a time, for departure and starting means for starting each of the elevator cars, when so prepared, from the dispatching floor after the lapse of a time interval, said expediting means being responsive to arrival of said first car at the dispatching floor while traveling in the direction of the first terminal floor with a call registered by said call means for a floor intermediate the dispatching floor and the first terminal floor for dispatching the first elevator car prior to expiration of said time interval provided said preparatory means upon arrival of the first elevator car does not prepare said first elevator car for departure.

21. An elevator system as claimed in claim 20 wherein said starting means in response to preparation of said first elevator car for departure by said preparatory means on said arrival starts the first elevator car upon expiration of said time interval.

22. In an elevator system for a structure having a plurality of fioors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, first means for dispatching the elevator cars from one of the floors, means responsive to failure of one of the elevator cars to start within an allowed time after it is dispatched for permitting dispatch of another one of the elevator cars from said one of the floors, second means for dispatching the elevator cars from said last-named floor, and transfer means responsive to a predetermined condition for transferring the elevator cars from the first to the second means.

23. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, first means for dispatching the elevator cars from one of the floors, means responsive to failure of one of the elevator cars to start within an allowed time after it is dispatched for permitting dispatch of another one of the elevator cars from said one of the floors and for restoring the elevator car which failed to start within the allowed time to control by the dispatching means for subsequent dispatching,

second means for dispatching the elevator cars from said last-named floor, and transfer means responsive to a predetermined condition for transferring the elevator cars from the first to the second means.

24. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, means for dispatching the elevator cars from one of the floors, means responsive to failure of one of the elevator cars to respond to its dispatching from the last-named fioor for permitting dispatch of another of the elevator cars from such floor, and translating means responsive to failure of all of said elevator cars to run.

25. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, means for dispatching the elevator cars from one of the floors, means responsive to failure of one of the elevator cars to its dispatching from the last-named floor for permitting dispatch of another of the elevator cars from such floor and for restoring the elevator car which failed to respond to its dispatching to control by the dispatching means for subsequent dispatching, and translating means responsive to failure of all of said elevator cars to run.

26. In an elevator system for a structure having a plurality of floors including a dispatching floor, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, first dispatching means for automatically starting the elevator cars at intervals from the dispatching floor, means responsive to failure of one of the elevator cars to respond to its dispatch from the dispatching floor by the dispatching means for permitting dispatch by the dispatching means of another of the elevator cars, call means for the intermediate floors for registering calls for elevator service, control means for stopping each of the elevator cars at a floor which the elevator car is approaching in response to registration by the call means for such floor of a call for elevator service in the direction of travel of the elevator car, and auxiliary dispatching means responsive to failure of the first dispatching means for dispatching elevator cars from the dispatching floor.

27. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, each of said elevator cars upon arrival at one of the floors being available for dispatching, means for successively selecting one of the available cars to be dispatched from said one of the floors, and means for initiating the starting of each of the selected elevator cars from the dispatching floor only after the expiration of a predetermined time measured from the selection of the associated elevator car.

28. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for provldmg elevator service for the floors, each of said elevator cars upon arrival at one of the floors being available for dispatching, means for successively selecting one of the available cars to be dispatched from said one of the floors, means for initiating the starting of each of the selected elevator cars from the dispatching floor only after the expiration of a predetermined time measured from the selection of the associated elevator car, and means responsive to failure of one of the elevator cars to start normally after the starting thereof has been initiated for starting another of the elevator cars from the dispatching floor.

29. In an elevator system for structure having a plurality of floors, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, each of said elevator cars upon arrival at one of the floors being available for dispatching, means for successively selecting one of the available cars to be dispatched from said one of the floors, means for initiating the starting of each of the selected elevator cars from the dispatching floor only after the expiration of a predetermined time measured from the selection of the associated elevator car, and translating means responsive to failure of all of the elevator cars to run.

30. In an elevator system for a structure having a plurality of floors, a plurality of elevator cars, means for to respond moving the elevator cars relative to the structure for providing elevator service for the floors, means for stopping the elevator cars at the tioors and for starting each of the elevator cars from each of the floors at Which the elevator cars may stop, first translating means individual to each of the elevator cars, each of the translating means being responsive to the failure of the associated one of the elevator cars to start from a floor at which such associated one of the elevator cars has stopped for performing a first predetermined operation, and second translating means responsive to the failure of all of the elevator cars to start from one of the floors for performing a second predetermined operation.

31. in an elevator system for a structure having a plurality of fioors, one of said floors being a dispatching floor, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, and control means for stopping the elevator cars at each of the floors for which elevator service is desired and for starting each of the elevator cars stopped at one of the floors, said control means comprising dispatching means for successively selecting elevator cars to be dispatched from the dispatching floor, said dispatching means operating to select for dispatching the first available elevator car to reach the dispatching floor if only one elevator car is available at the dispatching floor at the time of each such selection, said dispatching means if several of the elevator cars are available at the dispatching floor at the time of any selection operating to select one of the available elevator cars for dispatching, means for automatically starting from the dispatching floor each of the elevator cars selected for dispatching, means one of the elevator cars when sedispatching floor within a predetermined time for permitting selection and starting of another available one of the elevator cars from the dispatcl ing floor, and translating means responsive to failure of all of the elevator cars to start from the dispatching floor.

32. in an elevator system for a structure having a plurality of floors, one of said floors being a dispatching floor, a plurality of elevator cars, means for moving the elevator cars relative to the structure for providing elevator service for the floors, and control means for stopping the elevator cars at each of the floors for which elevator service is desired and for starting each of the elevator cars stopped at one of the floors, said control means comprising dispatching means for successively selecting elevator cars to be dispatched from the dispatching floor, said dispatching means operating to select for dispatching the first available elevator car to reach the dispatching floor if only one elevator car is available at the dispatching floor at the time of each such selection, said dispatching means if several of the elevator cars are available at the dispatching floor at the time of any selection operating to select one of the available elevator cars for dispatching, means for automatically starting from the dispatching floor each of the elevator cars selected for dispatching, means responsive to failure of one of the elevator cars when selected to start from the dispatching floor within a predetermined time for permitting selection and starting of another available one of the elevator cars from the dispatching floor, auxiliary dispatching means operable for dispatching the elevator cars from the dispatching floor, and transfer means responsive to failure of all of the elevator cars to be dispatched from the dispatching floor for transferring the elevator cars from control by the first-named dispatching means to control by the auxiliary dispatching means.

33. In an elevator system for a structure having a plurality of floors including a first terminal floor, a second terminal floor and a dispatching floor intermediate the terminal floors, a plurality of elevator cars, means mounting the elevator cars for movement relative to the structure for providing elevator service for the floors, call means operable in each of said elevator cars for registering calls for floors, control means for stopping the elevator cars at the dispatching floor, a non-rotational dispatching device for dispatching each of the elevator cars from the dispatching fioor towards the first terminal fioor and expediting means responsive to registration of a call by said call means from within a first one of the elevator cars for a called floor between the dispatching floor and the first terminal floor while the first elevator car is displaced from the dispatching floor in the direction of the second terminal floor and set for travel towards the called iloor for expediting the movement of the first elevator car towards said called door.

34. in an elevator system for a structure having a plurality of floors including a first terminal floor, a second terminal floor and a dispatching floor intermediate the terminal iioors, a plurality of elevator cars, means mounting the elevator cars for movement relative to the structure for providing elevator service for the floor, call means operable in each of said elevator cars for registering calls for floors, control means for stopping the elevator cars at the dispatching floor, a non-rotational dispatching device for dispatching each of the elevator cars from the dispatching floor towards the first terminal floor, and expediting means responsive to registration of a call by said call means from within a first one of the elevator cars for a called floor between the dispatching floor and the terminal floor while the first elevator car is displaced in b from the dispatching floor in the direction of the second towards the called floor terminal floor and is set for travel for expediting the movement of the first elevator car towards said called fioor, said dispatching device including preparatory means for preparing each of the elevator cars for departure and starting means for automatically starting each or" the elevator cars when so prepared from the dispatching floor, said expediting means operating to expedite the movement of said first elevator car past the dispatching floor only if the first elevator car is not prepared for departure by the preparatory means.

35. In an elevator system for a structure having a plurality of floors including a dispatching floor, means for moving the elevator cars relative to the structure for providing elevator service for the floors, and dispatching means for dispatching elevator cars from the dispatching floor, said dispatching means comprising mechanism effective at each of a plurality of spaced dispatching intervals for dispatching from the dispatching floor in a first direction all of the elevator cars available for movement from the dispatching floor in said first direction.

36. In an elevator system for a structure having a plurality of floors including a dispatching floor, means for moving the elevator cars relative to the structure for providing elevator service for the floors, and dispatching means for dispatching elevator cars from the dispatching floor, said dispatching means comprising mechanism effective, when in operating condition, at each of a plurality of spaced dispatching intervals for dispatching from the dispatching floor in a first direction all of the elevator cars available for movement from the dispatching floor in said first direction, and means responsive to a predetermined condition of operation of the system for placing said dispatching means in operating condition.

No references cited.

Non-Patent Citations
Reference
1 *None
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2938604 *Dec 24, 1958May 31, 1960Elevators Supplies Company IncElevator control system
US3256958 *Mar 10, 1961Jun 21, 1966Westinghouse Electric CorpElevator control wherein the closest available car serves demand
US3307657 *Apr 3, 1961Mar 7, 1967Toledo Scale CorpElevator control including means to provide basement service
US3369633 *Apr 8, 1964Feb 20, 1968Montgomery ElevatorElectrical control for a hydraulic elevator system
US4162719 *Nov 30, 1977Jul 31, 1979Westinghouse Electric Corp.Elevator system
US4397377 *Jul 23, 1981Aug 9, 1983Westinghouse Electric Corp.Elevator system
Classifications
U.S. Classification187/385
International ClassificationB66B5/02
Cooperative ClassificationB66B5/02
European ClassificationB66B5/02