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Sept. 16,’ 1969
J, suozzo ET AL
3,467,223
CONVEYOR SYSTEM FOR ELONGATED STRUCTURES
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Filed Feb. 11, 1966
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J. SUOZZO ET AL
CONVEYOR SYSTEM FOR ELONGATED STRUCTURES
Filed Feb. 11, 1966
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Sept. 16, 1969
3,467,223
J. suozzo ET AL
CONVEYOR SYSTEM FOR ELONGATED STRUCTURES
Filed Feb. 11. 1966
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Sept. 16, 1969
J. suozzo ET AL
3,467,223
CONVEYOR SYSTEM FOR ELONGATED STRUCTURES
Filed Feb. 11, 1966
7 Sheets-Sheet 7
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Henry C. Sovino.
ATTORNEY
United States Patent 01 ?ce
3,467,223
Patented Sept. 16, 1969
1
2
3,467,223
CONVEYOR SYSTEM FOR ELONGATED
STRUCTURES
John Suozzo and Henry C. Savino, Hackensack, N.J.,
assignors to Westinghouse Electric Corporation, Pitts
burgh, Pa., a corporation of Pennsylvania
Filed Feb. 11, 1966, Ser. No. 526,813
Int. Cl. B66]: N36
US. Cl. 187-29
15 Claims
elevator banks having a common transfer ?oor for co
ordinating arrival of the elevator cars at the transfer ?oor
to assure improved e?iciency.
It is an additional object of the invention to provide
an improved elevator system for tall buildings wherein
the operation of plural feeder banks of elevators is coordi
nated for improved ef?ciency.
Other objects of the invention will be apparent from
the following description taken in conjunction with the
accompanying drawings in which FIG. 1 is a schematic
view with parts in block form representing an elevator
ABSTRACT OF THE DISCLOSURE
system embodying the invention; and
FIGS. 2 to 11 (including FIG. 3A) are diagrammatic
representations with circuits shown in straight-line form
A tall building has a lower ?rst feeder or shuttle bank 15 of an elevator system embodying the invention.
of elevators operating between a bottom terminal or main
floor and a transfer ?oor. The building has a local second
bank of elevators operating between the transfer floor and
FIGURE 1
higher ?oors to provide local service. A computer main
The invention may be applied to buildings having vari
tains a proper number of feeder elevators in service, dis 20 ous numbers of ?oors and various ?oor arrangements.
tributes feeder elevator cars between the bottom terminal
For illustrative purposes a building having 72 floors is
and transfer ?oors, and coordinates arrival of local and
illustrated in FIG. 1. These floors include a main floor
feeder elevator cars at the transfer ?oor. If plural feeder
which may be located at the street level and a transfer
banks are employed the computer coordinates the service
?oor which is assumed to be located at the 41st ?oor.
provided by such feeder banks.
25 This floor also may be referred to as a “sky lobby.” Ele
vator service for the ?oors between the main floor and
the sky lobby is provided by one or more banks of lower
building elevators LBE.
This invention relates to a conveyor system for elon
Passengers desirous of travelling between the main
gated structures and it has particular relation to such a 30 floor and a ?oor located above the 41st ?oor or sky lobby
system wherein vehicles, such as elevators, are divided
travel between the main ?oor and the sky lobby in ele
into one or more feeder banks and one or more local
vators located in one or more feeder banks. For illustra
banks which may be located on one side of a feeder bank
or banks.
It has been previously proposed that elongated struc
tures, such as tall buildings, be provided with vehicle or
elevator service operating in two stages. As applied to a
tall building, the ?rst stage includes a feeder or shuttle
bank for providing express service between a lower main
tive purposes two feeder banks 0 and 00 are shown. The
number of feeder banks and the number of cars in each
of the banks depend on tra?ic requirements. For present
purposes, it will be assumed that each of the feeder banks
has four elevator cars A, B, C and D.
For elevator service above the sky lobby, passengers
employ elevators located in one or more banks. Again
?oor such as a street floor and a transfer ?oor located at 40 the number of local banks and the number of elevators
a high level of the building. A second stage includes one
in each of the local banks depend on tra?ic requirements.
or more local banks of elevators for providing elevator
For illustrative purposes it is assumed that four local
service between the transfer floor and higher ?oors of the
building. These banks operate independently of each
banks qb, ¢1, p2 and ¢3 are employed. Each of the local
banks is assumed to have six elevators A, B, C, D, E
other. Although some time is lost in the transfer of pas 45 and F. The bank of elevators as is assumed to serve the
sengers at the transfer ?oor, the transfer of passengers
floors 41 to 50. The bank ¢1 serves the 41st floor and
between the main ?oor and the transfer ?oor can be ac
the ?oors 51 to 58. The elevator cars in this bank are
complished by a relatively small number of express high
arranged to run express between the 41st and 51st ?oors.
speed elevators. This results in a very large overall saving
In a similar manner, the elevator cars of the bank ¢2
in the space required for elevator hoistways.
50 serve the 41st and 59th to 65th ?oors. Finally the bank
In accordance with the invention the banks of eleva
¢3 provides local elevator service for the 41st ?oor and
tors in a bank are coordinated to provide e?icient op
the ?oors 66 to 72.
eration. In a preferred arrangement, tra?ic information is
In order to coordinate the elevators of the elevator sys
supplied to computer equipment. This computer equip
tem for optimum ef?ciency, computer equipment is pro
ment assists in controlling the elevator system to:
55 vided which includes a “load index” 0L1 and a divisional
(1) Maintain in service a proper number of feeder ele
index” BD'I. The load index repeatedly samples the sum
vator cars to handle the existing tra?‘ic;
of the loads of all of the cars in the feed bank 6 that leave
(2) Distribute the feeder elevator cars between the
both the main ?oor and the sky lobby. Thus the load
main ?oor and the transfer ?oor for utmost e?iciency;
index may include a pointer 0LIP which indicates on an
(3) Coordinate arrival of local and feeder elevator 60 associated scale whether the total loading is light, moder
cars at the transfer ?oor; and
ate, heavy or very heavy. This load index determines in
(4) Coordinate service provided by plural feeder
part the number of elevators in each of the feeder banks
banks if more than one such bank is employed.
to be kept in service. The load index further indicates
It is therefore an object of the invention to provide an
when help is desired from another feeder bank. The load
65 index additionally indicates when its feeder bank has one
improved elevator system for tall buildings.
It is another object of the invention to provide an im
or more elevators available to help another feeder bank.
proved elevator system employing feeder and local banks
The division index indicates the difference in traf?c
of elevators wherein such banks are coordinated to oper
originating at the main floor and at the sky lobby. Thus
ate at improved e?‘iciency.
the divisional index may have a pointer 0DIP which in
It is also an object of the invention to provide an 70 dicates on a scale associated therewith the number of
improved elevator system employing local and feeder
cars allocated to the main ?oor and to the sky lobby. In
CB
4
FIG. l,.the pointer is in a central position indicating a
FIGURE 2
FIGURE 2 is similar to FIG. 3 of the aforesaid Santini
et al. patent with the following exceptions:
balanced condition wherein the elevator cars of the bank
0 are evenly divided between the main floor and the sky
lobby. Positions of the pointer displaced in a clockwise
direction from the position indicated in FIG. '1 indicates UK
that more traffic originates at the sky lobby than at the
main ?oor and assigns a preponderance of the elevator
" cars of the bank 0 to the sky lobby. Conversely a position
of the pointer displaced in a counterclockwise direction
from the position indicated in FIG. 1 indicates that a pre
ponderance of the tra?ic originates at the main floor and
In the patent the up switch U, the down switch D and
the running relay M for the elevator A are controlled by
three parallel circuits in part. A ?rst one of these circuits,
also shown in the present FIG. 2, includes in series make
contacts LT1 of the lower-terminal relay (the main floor
in the present case) and make contacts SL1 of the lower
10 terminal start relay. Consequently, when the elevator car
A is to start from the main ?oor the contacts LT1 and
SL1 close to energize the up switch U and the running
that a preponderance of the elevator cars of the bank 0
should be assigned or allocated to the main ?oor. When‘
relay M.
the traffic in the feeder bank is predominantly in the up
The second circuit, also shown in the present FIG. 2,
direction the divisional index also may bias the local 15 includes in series the make contacts TT1 of the upper
banks to send cars to the sky lobby.
terminal relay and the make contacts ST1 of the upper
'The computing equipment also senses when traffic in
terminal start relay. In the present case, the upper terminal
the local banks ¢ to 1153 predominantly is in the down
is the sky lobby. Consequently, when the elevator car A
direction. Under this circumstance, the feeder banks are
is to start down from the sky lobby the make contacts
biased to assign elevator cars to the sky lobby.
20 TT1 and ST1 close to complete an energizing circuit for
If tra?’ic requirements follow a reasonably de?nite pat
the down switch D and the running relay M.
tern on a time basis in repetitive cycles the computing
The third circuit employed in the patent was for the
equipment may take the form of clock mechanism for
purpose of initiating starting of the elevator car A from
assigning car allocations and biases on a time basis. How
?oors intermediate the two terminals. Inasmuch as the
ever, in a preferred embodiment of the invention, the
elevator cars of the bank 0 run express between the two
‘allocations and biases are responsive directly to the traffic.
terminal floors, the third circuit is not here required and
A system involving the invention now will be discussed
has been deleted. Inasmuch as the sky lobby is the upper
in detail. In order to simplify the presentation of the
limit of travel of the elevator car A the limit switch 63
invention it will be assumed that each of the banks of
is set to open as the car in travelling up nears the sky
elevators is similar to the bank disclosed in the Santini 30 lobby. The limit switch 64 is set to open as the car A
and Suozzo Patent 2,740,495 which issued Apr. 3, 1956.
nears its lower limit of travel, in this case the main floor,
The conventions employed in the patent also will be
at the end of a down trip.
employed here. Thus for the bank ¢ the ?rst ?oor of
As shown in the Santini et al. patent, the inductor slow
the system shown in the patent would correspond to the
down relay E and the inductor stopping relay F are ener
sky lobby. For the bank ¢1 of FIG. 1, no car call regis
gized by any one of a number of contacts for the purpose
tering buttons or relays and no ?oor call registering but
of initiating a slowdown and stopping operation of the
tons or relays would be required for a floor between the
elevator car A. In the present case, only the make contacts
41st and 51st floors. Similar comments apply for the
S1 are required for initiating a slowdown and stopping
bank ¢2 and 953 with respect to the floors which are not
40 operation. The other initiating contacts shown in the patent
served by these banks.
consequently are deleted.
The feeder bank 0 also is based on the system shown
The up direction relay W is energized through a series
in aforesaid patent. FIGS 2, 3, 4, and 5 reproduce certain
circuit which includes only the break contacts D6 and X2,
components of the aforesaid patent with changes which
and the limit switch 66. The limit switch 66 is set to open
will be discussed below. Components of FIGS. 2, 3, 4 and
as the elevator car A on an up trip nears the sky lobby.
5 which are similar to components of the aforesaid patent
The patent shows similar components.
are identi?ed by the same reference characters. In some 45
The down direction relay X is energized through a
cases which will be mentioned below, contacts are added
circuit which includes in series only the break contacts
to the relays which are shown in the patent. For con
U6 and W2, and the limit switch 67. The limit switch 67
venience, the following components common to the afore
is set to open as the elevator car A on a down trip nears
said patent and to the present FIGURES 2, 3, 4 and 5
50 the main ?oor.
are reproduced as follows:
Similar changes are made in the circuits of the other
elevators of the bank 0 and are shown for the elevator B.
D—Down switch
E—Inductor slowdown relay
FIGURE 3
F—Inductor stopping relay
G-Holding relay
The present FIG. 3 is based on FIG. 4 of the afore
said patent. However, inasmuch as the elevator cars of
the feeder bank 0 shuttle between the main ?oor and the
LT-Lower-terminal relay
M—-Running relay
MG—Motor-generator starting switch
sky lobby the circuits have been materially simpli?ed.
NL-Lower-terminal next relay
NT-Upper-terminal next relay
R—Door-control relay
60
S-Floor or corridor-call stopping relay
SL-Lower-terminal start relay
ST—Upper-terminal start relay
TI‘—Upper-terminal relay
U—Up switch
V--Speed relay
W—--Up-direction relay
X—‘-Down-direction relay
Z-—Door-safety relay
11—Electric Motor
13—Traction sheave
15-Brake
60—-Motor-generator set
70T-Non-interference relay
During an up trip of the elevator car A the only stop
is at the sky lobby. For this reason, the only contact seg-v
ment required in the f row is the contact segment M1
for the sky lobby ?oor. This contact segment M1 is con
nected to the bus‘ L1 and is positioned to be engaged by
the brush fc as the elevator car A on an up trip ap-'
65
proaches the slowdown distance required for the sky lobby
?oor. When the floor stopping relay S is energized it in-;
itiates a slowdown and stopping operation of the elevator
car A at the sky lobby in the same manner discussed in‘
the aforesaid patent.
During a down trip of the elevator car -A the only
floor at which it stops is the main ?oor. For this reason,
the only contact segment in the h row which is required
is the contact segment hl for the main ?oor and this is
connected to the bus L1. During a down trip of the ele
vator car A, when the elevator car approaches the slow
5
3,467,223
6
down and stopping distance for the main ?oor the brush
FIGURE 6
hc engages the contact segment I11 to complete an ener
FIGURES 6 to 11 introduce a number of new relays.
gizing circuit for the stopping relay S. This initiates a stop
For convenience the following list of new relays is in
ping of the elevator car A at the main ?oor in the same
manner discussed in the patent.
cluded at this point:
01-Up-dispatcher-expedite relay
A car-call registering relay 41CR and its canceling
02—Down-dispatcher-expedite relay
coil 41CRN are provided for the sky lobby and a car
call registering relay 1CR and its canceling coil 1CRN
0B4, 0B3, 0BAL, 0TL4—Divisional load relays
said patent.
In addition, a ?oor-call registering relay 41DR and its
()QMGl-Surplus-car relay
0QMG2-De?cit-car relay
0RE——Auxiliary sampling relay
0D2, 0D3—-D0wn-car relay
are provided for the main ?oor. Each of these relays is
picked up when its associated car button is pressed and 10 011, 012, 013, 0I4—Load-intensity relays
0P-Period relay
is dropped out when the elevator car A nears the cor
0MGA—Auxiliary motor-generator relay
responding ?oor in the manner described in the afore
canceling coil 41DRN are provided for registering a down 15
?oor call from the sky lobby and a ?oor-call registering
relay 1UR and its canceling coil 1URN are provided for
registering an up ?oor call from the main floor. As shown
in FIG. 5 of the above-mentioned patent, the call regis~
tering relays are employed in controlling no-call relays
20
78, B78, etc. In the present case, these relays have added
contacts 78-6, B78-6 etc. which will be discussed below
in connection with FIG. 8.
If desired, an up floor lantern may be provided for
0SS1—Individual load step relay
0SS2—~Bank load step relay
GSSB, 0SST—Divisional step relays
0T—Sampling relay
9U2, 0U3—-Up-cars relay
FIG. 6 shows a cycling system for producing a number
of pulses corresponding to the loading of the elevator
car A in the bank 0 at the start of each trip of the car.
A similar cycling system is provided for each elevator
each car at the main ?oor and a down ?oor lantern may 25 car of the bank 0.
be provided for each car at the sky lobby. These would
correspond respectively to the ?oor lanterns 1UL and
6DL of FIG. 5 of the Santini et al. patent and would be
similarly energized. Other components shown in FIG. 5
of the patent are not required for the feeder bank 6.
Although the doors may be operated manually, it will
When the elevator car A is stopped at either of its
terminal ?oors, a capacitor 001 is connected in series
with a resistor 0R1 and break contacts M14 of the run
ning relay‘ M across the direct-current buses L1 and L2.
30 The break contacts M14 are added to the running relay
M of the aforesaid Santini et al. patent. Consequently, the
capacitor is charged to a voltage dependent on the voltage
be assumed that they are operated as shown in FIG. 6
of the aforesaid Santini et al. patent with one exception.
across the buses.
As shown in FIG. 3A break contacts 70T4 operated by
When the elevator car A starts from the terminal ?oor
the non-interference relay 70T are connected in series 35 at which it is stopped the break contacts M14 open to
with the operating winding of the door-control relay R
interrupt the charging circuit of the capacitor 0C1. In ad
to prevent closure of the doors of the elevator car A
for a substantial time such as 5 seconds after the car
dition, the make contacts M15 close to connect a period
relay 0P across the capacitor 0C1 and the resistor 0R1.
The contacts M15 are added to the running relay M of
stops. The relays QL, Q and DP of the Santini patent are
not required for the feeder bank 0.
FIGURES 4 AND 5
FIGURE 4 reproduces the dispatching circuits of FIG.
7 of the aforesaid Santini et al. patent with two changes.
In the present case, the motor 8ST is continually ener
gized from a source represented by the conductors LACI
and LACZ.
40
the above-mentioned patent. The period relay P picks up
and remains picked up for the time required for the capac
itor 0C1 to discharge through the resistor 0R1 and. the
relay HP to the dropout voltage of the relay 0P. Conse
quently, the period relay 0P picks up for a brief period at
the start of each trip of the elevator car A.
The elevator car A is equipped with a plurality of
switches which indicate different levels of loading of the
elevator car. For illustrative purposes, three load swiches
The second change relates to the provision of make
LMS9, LMS10 and LMS11 are provided and may be
contacts 02~1 of a down dispatcher expedite relay 02 in 50 operated by the load-measuring switch LMS of the above
shunt with the make contacts 1SD4. As long as the make
contacts 02—1 are open, the dispatcher of FIG. 4 dis
patches elevator cars from the sky lobby in the same man
ner as in the aforesaid patent. However, if a prede
termined preponderance of traffic is in the up direction
from the main ?oor the make contacts 02-1 close to
expedite the dispatch of additional cars from the sky
lobby towards the main ?oor.
It will be understood that the upper terminal relays
TT, BTT, CTT and DTT are picked up respectively as
long as their associated elevator cars A, B, C and D
are respectively at the sky lobby floor.
The remaining components shown in FIG. 7 of the
mentioned Santini et al. patent. To illustrate suitable pa
rameters, the switch LMS9 may be designed to be biased
to closed position and to be opened when the loading of
the elevator car reaches 20% of rated load. The switch
LMS10 similarly may open when the loading reaches
50% of the rated load and the switch LMS11 may be
designed to open when the loading reaches 80% of rated
load.
The three load switches LMS9, LMS10 and LMS11
together with make contacts 0P3 of the period relay ‘0P
are connected in series between the bus L1 and a ?rst con?
tact segment located in one level of an individual load
step relay 0551. The second contact segment of this level
is connected between the switches LMS9 and LMS10.
FIGURE 5 reproduces circuits employed for dispatch 65 The third contact segment of this level is connected be
tween the switches LMS10, and LMS11. The fourth con
ing the elevator cars from the lower terminal or main
tact segment of this level is connected between the con
?oor. These circuits are similar to circuits shown in FIG.
tacts 6P3 and the switch LMS11.
8 of the aforesaid patent except for the following change.
The step switch @881 may be of convention construc
The only change consists of the addition of make con 70 tion and includes a wiper or brush 0SS1B which is stepped
tacts 01-1 in shunt with make contacts 1SU3. When a sub
successively from a home position into engagement with
stantial preponderance of traf?c is in the down direction
the contact segments 1, 2, 3 and 4 in the level or row
towards the main floor the contacts 01-1 close to ex
associated with the brush. In addition, the step switch
pedite dispatch of elevator cars from the main ?oor
has self-steeping contacts 088181 and similarly-operated
towards the sky lobby.
75 contacts 0SS1S2 (FIG. 7) and 058183 (FIG. 9). When
aforesaid patent are not here required.
7
3,467,223
8
the step switch is at rest, the self-‘stepping contacts 0SS1S1
are closed. For each step of the step switch, the contacts
bus L1 through break contacts 0RE5 of the auxiliary
088181 to 055,153 brie?y open and then reclose. Contacts
0SS1S1 are connected in series with the operating wind
ing of the step switch 0881 and the make contacts 0P2
row of contact segments which are marked 1 to 40 in
FIG. 7. The contact segments are associated with four
of the period relay 0P across the buses L1 and L2 to pro
vide a self-stepping circuit for the step switch.
load-‘intensity relays 011 to 014. Pickup of the relay 011
indicates a light loading of the bank 0. Pickup of the relays
A homing switch 0SS1H is provided for the step switch
row wiper or brush 0SS2B which is connected to the
sampling relay 0RE. The brush coacts with the ?rst lever or
012, 013 and 014 respectively indicate moderate, heavy and
0881. This switch is open when the step switch is in its
very heavy loading of the bank 0.
home position as illustrated in FIG. 6. For all other posi 10
Contact segments 1 to 10 of the ?rst level of the step
tions of the steps switch, the homing switch 0SS1H is
switch 0852 are connected to the bus L2 through the light~
closed. The homing switch is connected in series with
load-intensity relay 011. Contact segments 11 to 18 are
break contacts 0P1 of the period relay 0P across the
connected to the bus through the operating winding of
make contacts 0P2.
the moderate-load-intensity relay 012. Contact segments 19
Examples of the operation of the step switch 0851 now
to 25 are connected to the bus L2 through the operating
will be given. The circuits of FIG. 6 indicate that the ele
winding of the heavy-load-intensity relay 013. Contact
vator car A is at rest at a terminal ?oor and that the
segments 26 to 40 are connected to the bus L2 through
capacitor 0C1 is charged. When the elevator car A is
the operating winding of the very-heavy-load-intensity re
started from the terminal floor the break contacts M14
lay 014.
open to pick up the period relay 0P for a time as above 20
When the light-load~intensity relay 0I1 picks up it
explained. When the period relay 0P picks up it opens its
closes make contacts 0I1-1 to establish with three recti~
break contacts 0P1 to interrupt the homing circuit of the
?ers 0RR1 to 0RR3 and either break contacts 0T3 of a
step switch 0581. The make contacts 0P3 close to connect
sampling relay 0T or break contacts 0RE6 of the auxiliary
the contact segments of the step switch to the bus L1.
sampling relay 0RE a holding circuit. A holding circuit
The make contacts 0P2 close to complete a self-stepping 25 for the relay 012 is established by make contacts 012-1,
circuit for the step switch 0881. The ?rst step of this switch
the recti?ers 0RR2 and 0RR3 and either of the contacts
carries the brush 0SS1B into engagement with its ?rst
0T3 or 0RE6. For the relay 013 the holding circuit includes
contact segment. During this step the self-stepping con
the make contacts 0I3—1, a recti?er 0RR3 and either of
tacts 0SS1S1 ?rst open and then reclose.
the sets of contacts 0T3 or 0RE6. Finally, the holding cir
It will be assumed ?rst that the elevator car A is empty. 30 cuit for the relay 014 includes only the make contacts
For this condition all of the load switches LMS9 to
0I4~1 and either of the sets of contacts 0T3 or 0RE6.
LMS11 are closed. Consequently, when the brush 0SS1B
Any suitable timer may be employed for establishing
engages the contact segment 1 of the associated level a
continuous energizing circuit is established for the step
switch which may be traced as follows: L1, 0P3, LMS11,
LMS10, LMS9, contact segment 1, brush 0851B, 0851, L2.
This circuit holds the step switch in the ?rst step position.
At the close of its period, the period relay 0P drops out.
The resultant opening of the make contacts 0P2 and 0P3
interrupts the energizing circuit for the step switch 0881.
However the closure of the break contacts 0P1 completes
a homing circuit for the step switch which rapidly returns
the step switch to its home position.
Let it be assumed next that the elevator car A is loaded
to 20% of its rate of capacity at the time it leaves its ter
minal ?oor. The step switch 0SS1 steps to its ?rst position
in the manner previously described. However, the load
regular sampling periods for measuring load intensity. In
the embodiment illustrated in FIG. 7, a thyratron tube
0TA, preferably of the cold cathode type, has its plate or
anode connected to the bus L1 through the operating
winding of the sampling relay 0T and break contacts 0RE2
of the auxiliary sampling relay 0RE. The plate also is con
nected to the bus L2 through make contacts 0T1 of the
sampling relay 0T. A capacitor 0C2 is connected to be
charged from the conductors L1 and L2 through a charg
ing resistor 0R3 and the break contacts 0RE2 of the aux
iliary sampling relay 0RE. The voltage across the capaci
tor is applied between the grid and cathode of the thyra
tron tube 0TA. A discharge resistor 0R2 is connected
across the capacitor 0C2 through make contacts 0RE1 of
energized therethrough.
the auxiliary sampling relay 0RE.
In reviewing the operation of the components shown
position. During the second step, the self-stepping con
termined by the sizes of the capacitor and the charging
switch LMS9 is now open and the step switch cannot be
in FIG. 7, it will be assumed that the auxiliary sampling
The step switch 0581 now steps to its second position in
relay 0RE has just dropped out to close its break contacts
50
which the brush 0SS1B engages its associated contact seg
0RE2 thus connecting the capacitor 0C2 and the charging
ment 2. The operating winding of the step switch now is
resistor 0R3 in series across the direct current buses L1
energized through the contacts 0P3 and the switches
and L2. The capacitor now starts to charge at a rate de
LMS11 and LMS10 to hold the step switch in its second
tacts 0SS1S1 again open and then close. The step switch
remains in its second position until the period relay 0P
drops out. The step switch then returns to its home posi
tion in the manner previously described. In this way, the
step switch for each trip of the elevator car steps a num
ber of times dependent on the loading of the elevator
car.
resistor. At the end of a predetermined time, for example,
two minutes, the voltage across the capacitor becomes
su?icient to ?re the thyratron tube 0TA and such ?ring
ri-i?sults in energization and pickup of the sampling relay
6
.
When it picks up, the sampling relay closes its holding '
contacts 0T1 to complete with the break contacts 0RE2
a holding circuit for the sampling relay. In addition, the
FIGURE 7
break contacts 0T3 open to interrupt the holding circuits
for the load-intensity relays 011 to 014.
The loadings of the elevator cars of the bank 0 are
If the bank load step relay 0SS2 is in its home position,
summed at regular sampling intervals by a step switch 65
the homing contacts 0SS2H1 are open and closure of the
0582 which has two sets of homing contacts 0SS2I-I1 and
make contacts 0T2 of the sampling relay 0T at this time
0SS2H2. These contacts are open when the step switch is
has no effect on the system. However, if the step relay
in its home position and are closed when the step switch
is away from its home position, the contacts 0SS2H1
is away from its home position. The step switch also has a
set of self-stepping contact 08823. These contacts are con 70 'are closed and closure of the contacts 0T2 consequently
completes an energizing circuit for the auxiliary sampling
nected in series with the operating winding 0552 of the.
relay 0RE.
step switch, with the homing contacts 0SS2H2 and with
Pickup of the auxiliary sampling relay 0RE results in
make contacts 0RE4 of an auxiliary sampling relay 0RE
closure of its self-holding contacts 0RE3 which complete
to establish a self-stepping circuit for the step switch.
The step switch 0552 in addition has a ?rst level or 75 a holding circuit through the homing contacts 0SS2H1.
3,467,223
10
Consequently, the auxiliary sampling relay remains picked
such operation, the four switches 0SW1 to 0SW4 may be
up until the step switch returns to its home position. In
addition, the break contacts 0RE2 open to drop out the
sampling relay 0T, and make contacts 0RE1 close to es
tablish a discharge circuit for the capacitor 002 through
the discharge resistor 0R2. Closure of the make con
tacts 0RE4 completes a self-stepping circuit for the step
relay 0582 through the homing contacts 0SS2H2 and the
operated to their lower positions as viewed in FIG. 7.
This connects the load-intensity relays to contacts of the
time switch ?TS for the purpose of energizing at each
self-stepping contacts 0SS2S. ‘Consequently the step relay
instant the load-intensity relays corresponding to the ex
pected load for such instant.
FIGURE 8
In FIG. 8 circuits are shown for controlling the number
now steps to its home position where the contacts 0SS2H2 10 of elevators in the feeder bank 0 which are in service. If
open to interrupt the homing circuit. Opening of the break
the bank has more elevators in service than are required
contacts 0RE5 disconnects the ‘brush ‘0SS2-B of the step
a surplus-car relay 0QMG1 picks up to decrease the num
relay from the associated bus L1 to prevent energization
ber of elevator cars in service. If the number of elevators
therethrough of the load-intensity relays while the step
switch is resetting.
Let it be assumed that immediately before the relay
in service is insuf?cient a de?cit-car relay 0QDG2 picks
up to increase the number of elevators in service.
The relays 0QMG1 and 0QMG2 are controlled by a
bridge circuit which includes ?ve resistors 0R4 and 0R7
0T picks up the brush 0SS2B was engaged with the con
tact segment 19, that all four load-intensity relays 011
to 0R10 connected in series across the direct current
to 014 had been energized during the preceding sampling
buses L1 and L2. Five additional resistors 0R5, 0R6,
period and that they were being held in by the break con 20 BOR6, COR6 and DOR6 are connected in series across the
tacts 0T3. When the relay 0T picks up, the break contacts
buses L1 and L2. Each of the relays 0QMG1 and 0QMG2
0T3 open to interrupt the holding circuits for the load-in
is connected in series with a separate recti?er 0RR4 or
tensity relays. This results in deenergization and drop out
0RR5 between a point located intermediate the resistors
of the load intensity relay 014. However, the load-intensity
0R4 and 0R7 and a point intermediate the resistors 0R5
relays 011 and 013 continue to be held in picked-up condi 25 and 0R6. The resistors 0R4 and 0R5 represent two arms
tion through the break contacts 0RE5.
of the bridge. A third arm contains the resistors 0R7 to
Pickup of the sampling relay 0T is followed after a
0R10 in series. The remaining arm of the bridge contains
slight time delay by pickup of its auxiliary sampling relay
the resistors 0R6 to DOR6 in series. The resistors 0R4 and
0RE. The make contacts 0RE6 are arranged to close
0R5 may have equal resistance values. The remaining
slightly before the break contacts 0RE5 open. Conse 30 resistors each may have a resistance value equal to one
quently the holding circuit reestablished by closure of
fourth the reistance value of the resistor 0R4.
the contacts 0RE6 now maintains picked up the three
The recti?ers 0R4 and 0R5 are oppositely directed. As
load-intensity ‘relays 011 to 013. Thus, the load represented
long as the bridge is balanced both of the relays 0QMG1
by the pickup of these three load-intensity relays is stored
and 0QMG2 are dropped out and no change is made in
for the duration of the next sampling period which is 35 the number of elevators in service. The resistors 0R7 to
terminated by the next pickup of the sampling relay 0T.
0R10 are shunted respectively by break contacts 011-2 to
It will be recalled that pickup of the auxiliary sampling
0I4—2 of the load-intensity relays. The resistors 0R6 to
relay 0RE is followed by drop out of the sampling relay
DOR6 are shunted respectively by break contacts MGS
0T. In dropping out, the sampling relay opens its holding
to DMG8 of the motor-generator starting switches for the
contacts 0T1 to prepare for a subsequent timing operation. 40 four elevator cars.
In addition, the break contacts 0T3 close to maintain the
Break contacts MG10 to DMGIO of the four motor
holding circuit for any of the load-intensity relays which
generator starting switches are connected in series with
may be picked up at this time. The make contacts 0T2
an auxiliary motor-generator relay 0MGA across the
reopen but the closed make contacts ~0RE3 maintain a
buses L1, L2 through a parallel circuit having four arms
holding circuit for the auxiliary sampling relay 0RE until
containing respectively break contacts 78—6 to D78-6 of
the step relay 0SS2 reaches its home position to open the
the no-call relays 78 to D78.
homing contacts 0SS2H1.
The operating winding of the motor-generator starting
During the time required for the capacitor 0C2 to re
switch MG is connected across the lbuses L1 and L2
charge to a voltage su?icient to again ?re the thyratron
through make contacts NL8 of the lower-terminal next
tube 0TA each car of the feeder bank 0 leaving a terminal 50 relay and make contacts 0QMG2-1 of the de?cit-car re
?oor with substantial load supplies pulses to the step relay
lay 0QMG2. When the motor-generator starting switch
0582. Thus when the elevator car A leaves a terminal ?oor,
the make contacts 0P4 of the period 0P close for a time
sufficient to measure the load in the elevator car. It will
picks up it closes its make contacts MG9 to establish a
It is possible that two or more cars of the bank 0 may
tacts 0QMG2-1 to 0QMG2-4 thus permitting starting of
holding circuit which is completed through any one of
three sets of contacts; namely, make contacts M16 of the
be recalled that during this time the contacts 088182 of 55 running relay M, break contacts NL9 of the lower-termi
the step switch 0881 close and reopen a number of times
nal next relay and break contacts 0QMG1-1 of the sur
dependent on the load carried by the elevator car during
plus-car relay. Similar circuits are shown for the motor
this period, and each closure produces a pulse which ad
generator starting relay BMG for the elevator B and sim
vances the step switch 0582 through one step. Inasmuch
ilar circuits (not shown) are provided for each of the
as similar pulse circuits are provided for each of the 60 remaining motor-generator starting relays.
elevators of the bank 0 it follows that the step switch
If a call is registered (at least one set of contacts 78—6
0882 is advanced through a number of steps in each of its
to D78~6 is closed) while no motor-generator set is run
sampling periods which corresponds to the total load car
ning (contacts MG10 to D‘MG10 are closed) the auxiliary
ried by the bank 0 during such period.
motor-generator relay 0MGA picks up to shunt the con
apply pulses to the step relay 0882 at the same time. The
probability of the occurrence of such coincident pulses
is small and may be neglected for practical purposes.
However, if desired, conventional anticoincident circuits
a “next” car to answer the call. Registration of a call is
indicated by energization of one of the ?oor or car call
registering relays of FIG. 3, and by the resultant drop out
of one of the no-call relays 78 to D78 in the manner
may be employed for assuring the application of one pulse 70 discussed in the above-mentioned patent.
to the step relay 0582 for each operation of the contacts
Let it be assumed that the load is'very heavy and
085152 to DOSS1S2.
that all of the load-intensity relays 011 to 014 are picked
If the tra?ic follows a reasonably regular pattern each
up. Let it be assumed further that all of the elevators
day or each week the load-intensity relays 011 to 014 may
of the feeder bank 0 are in operation and that the motor
be operated by a time switch or clock 0TS. To illustrate 75 generator starting switches for these elevators consequently
11
3,467,223
are all picked up. Under these circumstances, all of the
resistors in the bridge are effectively in circuit and the
bridge is balanced. Therefore, the surplus-car relay 0QMG1
12
Each pulse applied to the winding HSSB notches the pointer
0DIP one step in a counterclockwise direction. Homing
contacts OSSH are operated to open condition only when
the pointer BDIP occupies its center position as indicated
and the de?cit-car relay 0QMG2 are both dropped out.
Let it be assumed next that the load-intensity drops to
in FIG. 9. At its end, the pointer 0DIP has a wiper or brush
a value such that the load-intensity relay 014 drops out
which coacts with a level or row of contact segments bear
to close its break contacts 014-2 and that the remaining
ing the numbers 1 to 19.
load-intensity relays remain picked up. Under these cir
The winding 0SSB is connected across the buses L1
and L2 through any one of four similar parallel circuits
cumstances the resistor 0R10 is effectively removed from
the bridge circuit. The bridge now is unbalanced in a 10 one for each of the elevators of the feeder bank 0. Thus,
for the elevator A, the winding OSSB is connected across
direction such that the surplus-car relay ?QMGl picks up
the buses through make contacts W14 of the up-direction
to open the break contacts GQMGl-l in the circuits of
the motor-generator starting switch MG of the elevator
relay W, contacts 088153 of the individual-load step relay
0551 and make contacts 0P5 of the period relay 0P. Simi
A and similar contacts located in the circuits for the
lar circuits ‘are shown for the remaining cars of the bank.
motor-generator starting switches of the other elevators.
Thus during a sampling period, the winding OSSB receives
After the pickup of the relay 0QMG1 it will be assumed
a number of pulses which corresponds to the loadings of
that the elevator car A is selected as the next car to leave
the elevator cars during up trips.
'
the main ?oor. Under such circumstances, the make con
tacts M16 of the running relay M are open for the reason
that the car has not yet started, The break contacts of the
lower-terminal next relay NL9 are open. The make con
tacts 0QMG2-1 of the de?cit-car relay and the contacts
0MGA1 of the auxiliary motor-generator relay are open.
This interrupts the energization of the motor-generator
starting switch MG and this switch drops out to remove
the elevator car A from service.
In dropping out, the motor-generator starting switch
MG closes its break contacts MG8 to effectively remove
In a similar manner, the winding 0SST receives a num
ber of pulses corresponding to the loadings of the cars
during down trips. For example, for the elevator car A,
the winding 0SST is connected across the direct-current
buses L1 and L2 through make contacts X14 of the down
direction relay X, contacts 0SS1S3 associated with the
individual-load step relay 0551 and make contacts 0P5 of
the period relay P. A similar circuit is shown for each of
the elevators of the feeder bank 0.
The sampling period for the divisional index GDI is
determined by the auxiliary sampling relay 0RE. This
the resistor 0R6 from the bridge circuit. The bridge now
is restored to balance and the surplus~car relay 0QMG1 30 relay has make contacts 0RE7 which connect the winding
GSSB across the buses L1 and L2 through the homing
drops out to reclose its break contacts 6QMG1-1 and
contacts (ISSH and the self-stepping contacts 0SSBS. Con
similar contacts for the other cars of the bank. Therefore,
sequently at the end of each sampling period the contacts
no other elevator in the bank will be removed from service
as long as the bridge remains in balance.
0RE7 close to step the divisional index 0DI to its home
position.
Let it be assumed now that the load-intensity increases
Engagement of the pointer 0DIP with any of the con
until the load-intensity relay 014-2 again picks up to re~
tact segments 1, 2 and 3 indicates a heavy preponderant
open its break contacts 0I4—2. This effectively restores the
movement of traffic up from the main ?oor. Engagement
resistor (R10 to the bridge. Inasmuch as the motor-gen
of the pointer with any of the contact segments 4 to 7
erator starting switch MG remains dropped out, the
break contacts MG8 are still closed and the resistor 0R6
indicates a moderate preponderant movement of traf?c
from the main floor in an up direction. Engagement of the
effectively is out of the bridge. For these reasons the
pointer with any of the contact segments 8 to 12 indicates
bridge is unbalanced in the opposite direction and the de
that traffic components leaving the sky lobby and the main
?cit-car relay 0QMG2 picks up to close its make contacts
floor are substantially equal or balanced. Engagement of
0QMG2-1 and similar contacts in the circuits of the
the pointer with any of the contact segments 13 to 16 in
motor-generator starting switches for the other elevators
dicates a moderate preponderant ?ow of tra?ic down from
of the bank. When the elevator car A is again selected
the sky lobby. Engagement of the pointer with any of the
as the next elevator car to leave the main ?oor the make
contact segments 17 to 19 indicates a relatively heavy
contacts NL8 of the lower-terminal next relay NL close
preponderant movement of tra?ic from the sky lobby.
to complete an energizing circuit for the motor-generator
starting switch MG. This restores the elevator A to service. 50 Other zone arrangements may be employed if desired.
In many applications, it is desirable to bias the division
When it picks up, the motor-generator starting switch MG
al index DI in accordance with load moved by the local
opens its break contacts MG8 to place the resistor 0R6
banks towards the sky lobby. Thus each loaded car in the
effectively in the bridge. This rebalances the bridge and
local bank travelling down towards the sky lobby may be
causes the de?cit-car relay 0QMG2 to drop out. This
arranged to supply a predetermined number of pulses to
relay thereupon opens its make contacts 0QMG2-1 and
the winding OSST. In FIG. 9, the winding HSST is addi
similar contacts associated with the motor-generator
tionally connected across the buses L1 and L2 through
starting switches of the remaining cars of the bank.
any one of a number of parallel circuits one for each of
As shown in the aforesaid Santini et al. patent, the
the local cars. For the car A in the bank ¢ the winding
dispatcher for the lower-terminal ?oor is so arranged that
an elevator car at the lower-terminal ?oor having its 60 OSST is connected across the buses through the contacts
¢P1 of a period relay ¢P make contacts ¢X14 of a down
motor-generator set in operation is selected as a next car
in preference to an elevator car which has its motor-gen
erator set shut down. This means that if the elevator A is
shut down at the lower-terminal ?oor another elevator
will have its car selected as the next car to leave the
lower-terminal floor unless no other elevator car with ‘its
motor-generator set in operation is located at the main
?oor.
FIGURE 9
The divisional index BDI is shown in greater detail in
FIG. 9. It comprises a two-way step switch having a ?rst
operating winding OSST and a second operating winding
OSSB. Each pulse applied to the winding OSST notches
the pointer ()DIP in a clockwise direction for one step. 7
direction relay ¢X and contacts ¢LMS8 of a load switch
in series. The contacts ¢P1 close for a short time when
the elevator car A of the bank ¢ starts down. The con
tact ¢X14 are closed while the elevator car A of the bank
45 is set for down travel. The contacts ¢LMS8 are closed
while the elevator car A of the bank ¢ is loaded to a pre
determined extent such as 80% of rated capacity. If the
elevator car A of the bank ¢ while loaded starts down, a
pulse will be delivered to the winding OSST to actuate
the divisional index <9DI.
.
As pointed out below the contacts 0B4~1 of FIG. 9
close for a heavy preponderant movement of tra?ic from
the main ?oor towards the sky lobby. On closure of these
contacts, one or more of the local banks may expedite
13
3,467,223
14
the movement of elevator cars to the sky lobby. In FIG.
up of a divisional load relay during reset of the two-way
9, closure of the contacts 0B4—1 connects the high call
step switch. (These contacts could be omitted if the se
reversal relay ¢HCM for the bank 4: across the buses L1
quence is such that the relay 0T always drops out before
and L2. The relay ¢HCM corresponds to the relay HCM
the two-way step switch starts to move at the start of a
of the aforesaid Santini et a1, patent and operates in the
resetting operation). The relay 0T then drops out to close
same way to expedite movement of the associated eleva
its break contacts 0T5 for the purpose of maintaining the
tor cars to the sky lobby. Contacts of the relay 0B4 simi
holding circuit when the contacts ORES subsequently open.
larly may control a relay corresponding to the relay HCM
In addition, the make contacts 0T4 open to disconnect the
for each of the other local banks. A number of controlling
pointer 0DIP from the bus L1.
components in circuits of the relay ¢HCM as shown in 10
If the traffic ?ow follows a regular pattern from day to
the present FIG. 9 and are identi?ed by the same reference
day or from week to week the relays of FIG. 10 may be
characters employed for similar components for the relay
operated from a time switch or clock 0TS1. Switches
HCM in said patent, but preceded by the pre?x 4).
6SW5 to 6SW9 are provided for the purpose of switching
the relays to the time switch. When so switched, the time
FIGURE 10
15 switch picks up the proper relay for the proper period of
In FIG. 10, divisional load relays 0B4, 0B3, BBAL,
0TL3 and 6TL4 are responsive to the relation between
tra?ic moving up from the main floor and tra?ic moving
time.
_
FIGURE 11
In FIG. 11, two up-car relays 0U2 and 0U3 are re
down from the sky lobby. The pointer 0DIP is connected
to the positive bus L1 through make contacts 0T4 of the 20 sponsive to the number of elevators in the feeder bank 0
which are set for up travel. These relays are connected
sampling relay 0T and break contacts 0RE9 of the relay
in parallel for energization through one or more of four _
0RE. Pickup of the relay 6B4 indicates a heavy prepon
parallel circuits, one for each of the elevators. Thus
derance of traf?c away from the main ?oor towards the
for the elevator A one of the circuits contains in series
sky’ lobby. This relay is connected between the negative
bus L2 and the three contact segments 1, 2 and 3 of the 25 make contacts U8 of the up switch U and a resistor 0R11.
It will be understood that the make contacts U8 are op
divisional index 0DI when the switch 0SWS is in its upper
position.
erated by the up switch U of the aforesaid Santini et a1.
patent. The resistors 0R11 to DOR11 for the four elevators
The relay 0B3 picks up to indicate a moderate prepon
have equal resistance values.
derance of traf?c away from the main ?oor towards the
sky lobby and is connected between the bus L2 and the 30 The pickup point of the up-car relay 0U2 is adjusted
by means. of an adjustable resistor 0R14 which is con
contact segments 4 to 7 when the switch 0SW6 is in its
nected across the operating winding of the relay. For
upper position.
present purposes it will be assumed that the relay is ad
The relay 0BAL when picked up indicates a substan
justed to pick up when energized through two or more
tially balanced tra?ic condition. It is connected between
the bus L2 and the contact segments 8 to 12, when the 35 of the resistors 0R11 to DOR11. It is dropped out when
energized through only one of these resistors.
switch 0SW7 is in its upper position.
In a similar manner, an adjustable resistor 0R13 is
When picked up, the relay 0TL3 indicates a moderate
connected across the operating winding of the up-car
preponderance of traf?c from the sky lobby towards the
relay 0U3 for the purpose of adjusting the pickup point
main floor. It is connected between the bus L2 and the
contact segments 13 to 16 when the switch 6SW8 is in its 40 of this relay. For present purposes, it will be assumed
that this relay picks up when energized through three or
upper position.
more of the resistors 0R11 to DOR11. 'It is dropped out
Pickup of the relay 0TL4 indicates a heavy prepon
when energized through only two of these resistors.
derance of tra?ic from the sky lobby towards the main
Various procedures are available for dispatching eleva
floor. This relay is connected between the bus L2 and
the contact segments 17, 18 and 19 when the switch 0SW8 45 tor cars from the terminal ?oors. For example, an eleva
tor car selected as the next car to leave a terminal ?oor
is in its upper position.
may be dispatched a predetermined time after the preced
A holding circuit for the relay 0B4 is established
ing car was dispatched, or in dependence on positions of
through either break contacts 0T5 of the sampling relay
0T or make contacts 0RE8 of the auxiliary sampling relay
other cars, or under certain load conditions, or in response
0RE, a recti?er 0RR6 and make contacts 0B4—2. A hold 50 to assignment to answer a speci?c call registration, or
after selection. The relays 01 and 02 are intended to al
locate a proportion of cars in each direction of travel,
contacts 0T5 or the contacts 0RE8, a recti?er 0RR7 and
depending on where the tra?ic originates.
make contacts 0B3-1. For the relay 0BAL a holding cir
The relay 61 may be so arranged that when picked up
cuit extends through either the contacts 0T5 or the con
it permits or expedites the dispatch of elevator cars from
tacts 0RE8, a recti?er HRRS and make contacts 0BAL1.
the main ?oor and when dropped out it prevents the dis
A holding circuit for the relay 0TL3 extends through the
patch of cars from the main ?oor or delays such dispatch.
contacts 0T5 or the contacts 0RE8, a recti?er 0RR9 and
ing circuit for the relay 0B3 extends through either the
make contacts 0TL3-1. For the relay 0TL4, a holding cir
In the illustrated embodiment of the invention, the
relay 01 has make contacts 01-1 connected across the
cuit extends through either the contacts 0T5 or the con
tacts 0RE8, a recti?er 0RR10 and contacts 6TL4-1.
60 make contacts 1SU3 (FIG. 5). Let it be assumed that
traf?c is in the balanced range wherein the divisional load
To illustrate the operation of this circuit, let it be as
sumed that at the beginning of the sampling period the
relay 0BAL is energized through the holding circuit: L1,
6T5, 0RR8, 0BAL1, 0SW7, 0BAL, L2. Let it be assumed
further that during the sampling period the pointer 0DIP
relay 0BAL is picked up. Let it be assumed further that
the only one elevator car is travelling up. The relay 61
now is picked up and closes its make contacts 01»-1 (FIG.
5 ). This cuts out the ‘dispatching interval at the main floor
moves intov engagement with the contact segment 6. At
and the next car at the main floor is started up provided
the end of the sampling period, the break contacts 0T5
open to deenergize the relay HBAL. In addition, the make
that its non-interference relay is dropped out to close its
break contacts 70T4 (FIG. 3A). As shown in the afore
said Santini et a1. patent, this relay 70T drops out after
contacts 0T4 close to complete an energizing circuit for
the relay 0B3. The relay 0B3 then closes its make contacts 70 a short time delay such as 5 seconds measured from the
0B3~1 to prepare the holding circuit of this relay for sub
stopping of the associated elevator car at the main ?oor.
sequent completion. Shortly afterwards, the auxiliary
Assuming that the elevator car B has been running up
sampling relay BRE picks up to close its make contacts
and that the car A has just been started up, make con
0RE8 and thus completes a holding circuit for the relay
tacts U8 and BUS (FIG. 11) are closed and the up'cars
0B3. Also break contacts 0RE9 open to prevent false pick 75 relay 0U2 picks up. This relay opens its ‘break contacts
3,467,223
.15
16
,
.
_0U2-1 to deenergize the up dispatcher expedite relay 01
This operation is similar to that resulting from closure
which opens its make contacts 01—1 (FIG. 5) to restore
the effectiveness of the contacts 1SU3 of the lower-inter
‘of the make contacts 9TL3—2 which is discussed above
for the opposite tra?ic ?ow.
In the presence of a heavy ?ow of tra?ic from the main
?oor towards the sky lobby the make contacts 0B4-3 close
to pick up the down dispatcher expedite relay 02. This
expedites the dispatch of elevator cars from the sky lobby
?oor towards the main ?oor until the down tra?‘lc ?ow
decreases suf?ciently to result in opening of the make con
val holding relay 1SU. Consequently another elevator
car cannot be started from the main ?oor until the dis
patching interval has expired.
Let it be assumed next that traf?c conditions are such
that the preponderance of tra?ic travelling from the sky
lobby to the main ?oor is moderately heavy and that the
relay 0TL3 consequently is picked up to close its con 10 tacts 0Br4—3.
tacts 6TL3-2. If we again assume that only one of the
elevators cars is traveling up break contacts 0U3-1 of
the up-cars relay 0U3 is dropped out and the up dis
patcher expedite relay 01 is picked up through the con
SUMMARY
In summary, the bridge circuit of FIG. 8 compares the
number of cars in service in the feeder bank 0 with the
tacts 0TL3~2 and GUS-1. This'closes the'cont-acts 01-1 15 intensity of trai?c for the purpose of controlling the sur
plus-car relay 6QMG1 and the de?cit-car relay OQMGZ.
(FIG. 5) to expedite the dispatch of elevator cars from
If more cars are in service than are required to handle the
the main ?oor. If a second car starts from the main ?oor,
traf?c, the relay 6QMG1 operates to shut down the motor
while the ?rst car is still running up, the up-cars relay
generator sets of the surplus elevator cars. Such cars of
0U2 picks up to open its break contacts 0U2-ll. This has
no immediate effect on the operation of the system. How 20 course are then available to help out an adjacent feeder
ever, if a third car is'started from the main ?oor while
the ?rst and second cars are traveling up, the up-cars relay
0U3 picks up to open its break contacts 0U3-1. This drops
bank if required.
If the number of cars in service is insufficient to handle
the existing traf?c, the relay HQMGZ picks up for the
purpose of starting motor-generator sets.
out the up dispatcher expedite relay 01 which opens its
The divisional index compares tra?ic from the sky
make contacts 01-1 (FIG. 5) to require a subsequent 25
lobby to the main ?oor with traffic from the main floor
elevator car at the main ?oor to wait for its dispatching
to the sky lobby. The direction and magnitude of the
interval before it can be started up.
difference is indicated. If desired, tra?ic travelling towards
‘ Let it be assumed next that the preponderance of traf
the sky lobby in the local banks may modify the registra
?c from the sky lobby to the main floor is very heavy
and that the divisional load relay 6TL4 consequently is 30 tion of the divisional index. The divisional index is em
ployed for controlling the allocation of cars in the feeder
picked up. This relay closes its make contacts 0TL4-2
bank to the sky lobby and to the main ?oor in order to
to energize the up dispatcher expedite relay 01 which
handle traflic most e?iciently. If desired, the divisional
closes its make contacts 6L1 (FIG. 5). Elevator cars are
index may be utilized to expedite return of elevator cars
now expedited away from the main floor towards the sky
lobby Where they are needed until the divisional index 35 in the local banks to the sky lobby under certain traffic
conditions.
operates to deenergize the divisional load relay 0TL4 to
If the flow of traffic follows a repetitive pattern on a
indicate that the heavy down tra?ic condition has sub
daily
or weekly basis, the number ofelevator cars in
sided.
service, the allocation of cars to the sky lobby and the
Similar circuits are provided for controlling the dis
patch of elevator cars from the sky lobby towards the 40 main terminal and the expediting of cars towards the sky
lobby may be controlled by time clocks or time switches.
main floor. Thus, down-cars relays 0B2 rand 0D3 are con
nected in parallel for energization through one or more
parallel circuits one for each of the elevator cars. For the
elevator car A one of the parallel circuits includes make
contacts D8 of the down switch D and a resistor 0R15.
Adjustable resistors 0R16 and 0Rll7 are connected respec
tively across the operating windings of the relays 0D3 and
0D2 for the purpose of adjusting the pickup points of
these relays. For illustrative purposes, it is assumed that
the relay 0D2 is adjusted to pick up when energized
through two of the resistors BRIE to DOR15 and to drop
out when energized through only one of these resistors.
We claim as our invention:
1. A conveyor arrangement for a structure having a
plurality of landings including a ?rst landing, a third,
landing displaced from the ?rst landing, and a second
landing intermediate the ?rst and third landings, said con
veyor arrangement having a ?rst conveyor system includ
ing a vehicle mounted for movement between the ?rst and
second landings as terminals for transporting load between
the ?rst and second landings and a second conveyor sys
tem including a ‘vehicle mounted for movement between
the second and third landings for serving said second and
third landings, in combination with operating means for
The relay 0D3 is arranged to pick up when energized
moving said vehicles relative to the structure to serve said
through three of these resistors and to be dropped out
landings, and control means operable between a ?rst con
when energized through only two of the resistors.
55 dition and a second condition, said control means in the
When the divisional load relay 0BAL is picked up,
?rst condition coacting with the operating means to pro
its make contacts 0BAL3 close to energize the down dis
vide a ?rst conveyor service for said landings, and said
control means in the second condition coacting with the
0D2~1 and 0D3-—1. This expedites ‘dispatch of elevator
operating means to provide a second conveyor service for
cars down from the sky lobby in an e?ort to make two 60 said landings wherein movement of the vehicle in one of
patcher expedite relay 02 through the break contacts
cars run down in the same manner by which closure of the
make contacts 0BAL2 picked up the up dispatcher ex
said conveyor systems is expedited in a predetermined di- .
rection, in combination with expediting means responsive
pedite relay 01 to expedite dispatch of elevator cars from
to a tra?ic condition in one of the conveyor systems for
the main floor until two cars were running up as outlined
modifying said control means to alter operation of the
above.
other of the conveyor systems.
’
-
If the divisional index registers a moderate preponder
ant ?ow of traf?c from the main ?oor towards the sky
lobby, the divisional load relay 0B3 picks up to close its
make contacts 0B3-2. This energizes the down dispatcher
expedite relay 02 through the contacts OBS-2 and through 70
2. An arrangement as claimed in claim 1 wherein said
control means in its second condition is effective in the
presence of a preponderant direction of traffic ?ow for
the break contacts ODS-1 of the down cars relay 0D3. The ’
spaced from the second landing in a direction opposite
to the preponderant direction of traffic ?ow.
relay 02 now expedites the dispatch of elevator cars from
the sky lobby towards the main ?oor where they are
needed until three cars set for down travel pick up the
down cars relay 6D3 to open the break contacts 0D3-l.
expediting movement of the vehicle in each of said con- .
veyor systems between said'second landings and a landing ,
' 3. A conveyor arrangement for a structure having a
plurality of landings including a ?rst landing, a third land-.
ving displaced from the ?rst landing, and a second landing
17
3,467,223
intermediate the ?rst and third landings, said conveyor
arrangement having a ?rst conveyor system including a
vehicle mounted for movement between the ?rst and sec
ond landings as terminals for transporting load between
the ?rst and second landings and a second conveyor sys
tem including a vehicle mounted for movement between
the second and third landings for serving said second and
third landings, in combination with operating means for
18
landings, said second conveyor system comprising a plu
rality of second elevator cars each independently movable
between the second landing and a plurality of landings
located above the second landing, said operating means
comprising means for moving each of the second elevator
cars to serve the second landing and a plurality of landings
above the second landing,__said control means being re
sponsive to a substantial demand for service in one of said
moving said vehicles relative to the structure to serve said
conveyor systems towards the second landing for expe
landings, and control means operable between a ?rst con 10 diting movement of elevator cars in the other of said con
dition and a second condition, said control means in the
veyor systems towards the second landing.
?rst condition coacting with the operating means to pro
10. A conveyor system as claimed in claim 9 wherein
vide a ?rst conveyor service for said landings, and said
said control means is responsive to traf?c ?ow in the last
control means in the second condition coacting with the
named conveyor system away from the second landing for
operating means to provide a second conveyor service for 15 expediting movement of elevator cars in the last-named
said landings wherein movement of the vehicle in one of
conveyor system towards the second landing.
said conveyor systems is expedited in a predetermined
11. A conveyor system as claimed in claim 10 in com
direction, wherein said control means in the second con
bination with pulsing means for each elevator car in one
dition expedites movement of the vehicle in the ?rst con
of said conveyor systems for generating a number of
veyor system towards the second landing, and wherein 20 pulses of a quantity dependent on the loading of the asso
said control means is operable to a condition for coacting
ciated elevator car, means for counting the total number
with the operating means to expedite movement of the
of said pulses, and means responsive to said total number
vehicle in the second conveyor system towards the second
landing.
for controlling the number of elevator cars in the last
named conveyor system in service.
,
‘4. An arrangement as claimed in claim 1 wherein the 25
12. A conveyor arrangement as claimed in claim 1,
expediting means includes with ?rst expediting means re
wherein said second and third landings are vertically
sponsive to a preponderance of tra?ic ?ow from said ?rst
spaced successively above the ?rst landing, and’ wherein
landing towards said second landing for coacting with the
a plurality of additional landings are vertically spaced be
control means to expedite movement of the vehicle said
tween the second and third landings, said ?rst conveyor
second conveyor system towards the second landing, and 30 system comprising a plurality of ?rst elevator cars each
second expediting means responsive to a substantial ?ow
independently movable between the ?rst and second land
of tra?ic in said second conveyor system towards the
ings, said operating means comprising means‘ for moving
second landing for coacting with the control means to
each of the ?rst elevator cars between the ?rst and second
expedite movement of the vehicle in said ?rst conveyor
landings, said second conveyor system comprising a plu
system towards the second landing.
35 rality of second elevator cars each independently movable
5. A conveyor arrangement as claimed in claim 1 in
between the second landing and a plurality of landings lo~
combination with timing means for transferring the con
cated above the second landing, said operating means
trol means from one to the other of said conditions at a
comprising means for moving each of the second elevator
predetermined time.
cars to serve the second landing and a plurality of landings
‘6. A conveyor arrangement as claimed in claim 3 in 40
above the second landing, said expediting means compris
combination with timing means for transferring the con
ing ?rst traf?c means responsive to a substantial ?ow of
trol means from the ?rst condition to the remainder of
tra?ic in the ?rst conveyor system towards the second
the conditions and back to the ?rst condition at predeter
landing for coacting with the control means to expedite
mined times.
7. A conveyor arrangement as claimed in claim 1 45 movement of the second elevator cars towards the second
landing and to expedite movement of the ?rst elevator
wherein said ?rst conveyor system comprises a plurality
cars towards the ?rst landing, and second trat?c means
of vehicles each independently movable between the ?rst
responsive to a substantial ?ow of tra?ic in the second
and second landings, said operating means comprises
conveyor system towards the‘ second landing for coacting
means comprises means for moving each of the vehicles
in said ?rst conveyor system between the ?rst and second 50 with the control means to expedite movement of the ?rst
landings and dispatching means for dispatching eachlof
elevator cars towards the second landing, a comparison
said last-named vehicles from each of said ?rst and second
means for comparing the number of the elevator cars in
landings a substantial time after departure from the associ
operation with the demand for elevator service in the ?rst
ated landing of a preceding vehicle, and said control means
conveyor system, and means responsive to the comparison
comprises means effective for said second condition when 55 means for varying the number of the ?rst elevator cars
a preponderance of tra?ic desires transportation from one
in operation in accordance with the demand for elevator
towards the other of the ?rst and second landings for
service.
expediting dispatch of vehicles in the ?rst conveyor system
13. A conveyor arrangement as claimed in claim 12,
from such other of the ?rst and second landings.
8. A conveyor arrangement as claimed in claim 1, 60 wherein r‘said comparison means comprises pulse means
for generating a number of pulses of a quantity dependent
wherein the ?rst conveyor system includes a plurality of
on car loading for each of the ?rst elevator cars on each
vehicles, and wherein said control means in the second
trip, and summing means for repetitively summing said
condition allocates to each of the ?rst and second landings
pulses to indicate the service demand for the ?rst con
a number of the vehicles in the ?rst conveyor system de
pendent on the proportion of traf?c handled by the ?rst 65 veyor system, and means responsive to the difference be
tween the service demand indication of said summing
conveyor system from the associated landing.
means and the number of the ?rst elevator cars in opera
9. A conveyor arrangement as claimed in claim 1,
tion.
wherein said second and third landings are vertically
14. A conveyor arrangement as claimed in claim 13,
spaced successively above the ?rst landing, and wherein
a plurality of additional landings are vertically spaced 70 wherein said ?rst traf?c means comprises a divisional
index having an index member operable in ?rst and second
between the second and third landings, said ?rst conveyor
opposing senses, means for operating the index members
system comprising a plurality of ?rst elevator cars each
in the ?rst sense for each movement of load from the ?rst
independently movable between the ?rst and second land
landing by one of the ?rst vehicles, means for operating
ings, said operating means comprising means for moving
each of the ?rst elevator cars between the ?rst and second 75 the index member in the second sense for each movement
3,467,223
19
of load from the second landing by one of the ?rst vehi
cles, and means responsive to the condition of the index
member for dividing between the ?rst and second landings
allocations of the ?rst elevator cars in accordance with the
division in traf?c requirements from one to the other of
the ?rst and second landings.
UNITED STATES PATENTS
1,967,832v 7/1934
2,688,387v 9/1954
~
15. A conveyor arrangement as claimed in claim 14,
wherein the second tra?ic means comprises means re
20
. References Cited
2,997,134 '
- 3,126,982
“ 3,323,606- ‘
5/1959
8/1961
3/1964
6/1967
Lindquist;
'
Barnes ___________ __'_ 187-29
Lund et a1 __________ __ 187-29
Santini et al ________ __ 187-29
Burgy ____________ __
sponsive to predetermined traffic ?ow in the second con
veyor system towards the second landing for operating the 1? ORIS L. RADER, Primary Examiner
index member in the second sense.
"
187-29
Bruns et a1. ________ __ 187-29
w. E. ouNcANsoN, IR., AssistantExaminer