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Sept. 16,’ 1969 J, suozzo ET AL 3,467,223 CONVEYOR SYSTEM FOR ELONGATED STRUCTURES 7 Sheets-Sheet 1 Filed Feb. 11, 1966 A Y A 72 k as ‘ 5s as . 59 BANK 2 , PM 6 CARS 50! IB'ANKQ F iecARs 411050 MIEHQIMIE"? I I 5'. BANKQI | 4|§5¢7€§= HHHI H l E ' l 4'T“o59 ' 65 \ IIIIIIIIH HHI To 72 HIIIIHIIIIHIIH 4 5"FLOOR-SlfY _olaav LOWER l ' FEEDER IBANKGG' BANKG I Lag 4CARS 4CARS 'IHIIIIHHIHI ] FEEDER é3LLgbE_1r%gs| HIHIIH VAIN FLOOR MQIIPI [ em) 1 LOAD IN_DEX 1 “has AT 'éKY LOBBY .. 3? 8 O '2 . 66558 QF '4.- TRAFFIC ORIGINATING _+_ TRAFFIC ORIGINATING MAIN FLOOR SKY LOBBY DIVISIONAL INDEX FTG. l. _ Sept. 16, 1969 3,467,223 J. SUOZZO ET AL CONVEYOR SYSTEM FOR ELONGATED STRUCTURES Filed Feb. 11, 1966 7 Sheets-Sheet 2 PLB %aa 23 Ll H 55 AvE3 m w B IF a s| Tia. 2 D 4 .‘ 8% n,“ vB “Ms KW z6Eas M m I6 m W 6m A W. W _ W B AIInB 6 DlS 1W B66AGB _5F A.L4 3. $1M. 1H H UMM U NH M B m UBTMB B 3M0 MW .DSHT. 10434?lm5Xw q _ B l. B l 4EB M 2 Z.H Vuv M67 _U D VD W B ZB \v % m 70n 8% mm V0MTB 2A I.via B2 M x O w w m M Z. w w 84 Xiw EWD hvmmv H W B A T L. I 2 L R R FIG.2. Sept. 16, 1969 3,467,223 J. suozzo ET AL CONVEYOR SYSTEM FOR ELONGATED STRUCTURES Filed Feb. 11. 1966 7 Sheets-Sheet 6 om w n. Ee.3x932_.5 Tal Eem . . Sept. 16, 1969 J. suozzo ET AL 3,467,223 CONVEYOR SYSTEM FOR ELONGATED STRUCTURES Filed Feb. 11, 1966 7 Sheets-Sheet 7 GT5 7 [}_ GREB eTs|\_ ‘7%“RS I Clock & 3 FIG. IO. WITNESSES' (bvw‘a’é‘k ‘ - F|G.||. ' J o hINVSENTORS d n uozzo on 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