US2275643A - Closure operating mechanism - Google Patents

Description

March 10, 1942. NORT N E-fA 2,275,643

CLOSURE OPERATING MECHANISM Filed Dec. 4, 1940 8 Sheets-Sheet 1 INVENTORS FIQI Nah B ATTORNEY March 10, 1942. c. NORTON ET AL 2,275,643

CLOSURE OPERATING MECHANISM Filed Dec. 4, 1940 8 SheetsSheet 3 March 10, 1942. c. NORTON ET AL CLOSURE OPERATING MECHANISM 8 Sheets-Sheet 4 Filed Dec. 4, 1940 m In I wn en kNvE NTORS W m4 1%. BY

ATTO R N EY March 10, 1942. c NORTON ETAL 2,275,643

CLOSURE OPERATING MECHANISM Filed Dec. 4, 1940 8 Sheets-Sheet 5 A mtw BY "0101'" 4/4., ATTORNEY C. NORTON ETAL CLOSURE OPERATING MECHANISM I March 10, 1942.

8 Sheets-Sheet 6 Filed Dec. 4, 1940 w w. w m m I I. l III.. 2 ...L M m o v z a j 4 3 w z /w w I 5 m m m b 7 \M U 0 w- .m w 7 I! 0 f n 3 7 D l 5 2 ll 5 m H JT 9 l 4 O I w w m NW6:M (P 1M2 '.}|NVENTOR5 #4- BY haul/fi m ATTORNEY FIGS CLOSURE OPERATING MECHANISM Filed Dec. 4, 1940 8 Sheets-Sheet 7 00!.(3) DOM?) UEZ NnstM M SmvENToRs FIQIO I 141M11 BY v 11i l ATTORNEY March 10, 1942. c. NORTON ET AL CLOSURE OPERATING MECHANISM Filed Dec. 4,

1940 8 Sheets-Sheet 8 a i.| #:if i; IIII -1 TiLT -iT a \NVENTORS 4" ATTORNEY QAO XP E! 'l 5: I :1 II II 'l #1 1 II $2? I I Liy NM [W w iT m fl =l|| 1| a w.....# if :f. w m I I I I l-lllfi- I I I I I I I I I I I I I I I l I I I I I I I I I I I I lllfiga Patented Mar. 10, 1942 2,275,643 CLOSURE OPERATING MECHANISM Clifford Norton, Summit, N. J., Philip Karmel, New York, N. Y., and Benjamin Whitehead Tucker, Jr., South Orange, N. J., assignors to Otis Elevator Company, New York, N. Y., a corporation of New Jersey Application December 4, 1940, Serial No. 368,424

Claims.

The invention relates to operating mechanism for vertically movable doors, and especially to' operators for vertical bi-parting counterbalanced hatchway doors for elevators.

Vertical bi-parting hatchway doors are usually provided in freight elevator installations. Each of such doors is madeup oftwo sections which, when the door is-closed, meet on about the horizontal center line of the doorway opening. Thesesections are usually large and heavy and are connected together so as to counterbalance each other during their operation. It is of advantage in power operation of such doors to provide separate power operating mechanism for the door at each floor. It is desirable in such arrangements to utilize electric motors to furnish the power to open and close the doors and it is of advantage that the operating mechanism for the door at each floor embody but a single motor. The in-. vention is especially directed to door operators of this character.

The object of the invention is to provide for a vertically movable door operating mechanism which is economical to manufacture and easy to install, which is readily accessible and takes up a minimum of space and which is positive and reliable in operation.

The invention involves operation of the door by a single motor at one side of the door with the provision of a cross shaft carried by the door and provided with pinion meshing with stationary racks at the sides of the door so that power is applied to both sides of the door in effecting the opening and closing operations.

In carrying out the invention as embodied in the arrangement which will be described, the" cross shaft is carried by the lower section of a vertical bi-parting counterbalanced door in the space beneath the truckable sill on the top of this section. At each end of this shaft is secured a sprocket wheel which meshes with a stationary sprocket chain to form arack and pinion. The

lower section is driven from an operating motor at one side of the section through a sprocket chain secured to the section, the cross shaft transmitting a driving force to the other side of the door and preventing any tilting of the door in its movement. The upper section of the door being connected to the lower section in counterbalancing relationship is moved oppositely to the lower section in effecting the door closing and opening operations. For convenience the invention will be described as applied to a vertical biparting doors of the in line type in which the door sections move in the same plane.

Features and advantages of the invention will be apparent from the following description and appended claims.

In the drawings:

Figure 1 is a schematic representation in side elevation illustrating operating mechanism embodying the invention as applied tqa vertical biparting counterbalanced pass type hatchway door and also illustrating locking mechanism for the door and a gate on the elevator car with operating mechanism therefor;

Figure 2 is a schematic representation in rear elevation of the hatchway door and operating mechanism therefor asillustrated in Figure 1 and also including the locking mechanism for the door;

Figures 3 and 4 taken together'constitute an enlarged plan view of the hatchway door and operating mechanism therefor and car gate and operating mechanism therefor illustrated in Figures 1 and 2, Figure 4 also showing details of the locking mechanism;

Figure 5 is an enlarged detail of the locking mechanism together with switches operated thereby;

Figure 6 is a plan view with cover removed of control switching mechanism operated in synchronism with the door;

Figure 'l is a view taken along the line 1| of Figure 6;

Figure 8 is a diagrammatic view illustrating the settings of the operatin cams for the switches of the control switching mechanism of Figures 6 and 7;

Figure 9 is a schematic view in front elevation of the car gate and operating mechanism therefor illustrated in Figure 1;

Figure 10 is a simplified wiring diagram of a control system for the operating motors for the hatchw'ay doors at the various floors and for the operating motor for the car gate; and

Figure 10s is a key sheet for Figure 10 showing the electromagnetic switches in spindle form with the contacts and coils arranged on the spindles in horizontal alignment with the correspondin contacts and coils of the wiring diagram.

Referring to Figures 1, 2, 3 and 4, the upper section of the door is designated 20 while the lower section is designated 2|. Each section has a flame angle 22 on each side thereof. The top of the lower section is provided with a truckable sill 23 illustrated in the formof an angle extending across the top of the section. The bottom 2 of the upper section is provided with rubber bumpers 24 which rest on the top of the sill 23 when the door is closed. Each door section is provided with a plurality oi. guide shoes 25, two ori each side thereof.- The guide shoes for the lower section cooperate with guide rails 28' while those for the upper section cooperate with guide rails 21 to guide the section in its opening and closing movement. These guide rails are in theiorm of angle members and are secured to angle members 28 in turn secured to the structural frame work. The sections are connected together in counterbalancing -relationship.' This is effected on each side of the doorby a chain 30, secured to a lug 3| on the bottom of the upper section,

- from which it extends upwardly and over sheave 32 and is connected through a rod 33 to the end of sill 23. The supporting bracket 34 for the i 1 sheave is mounted on angle member 28, an aperture 35 being provided in this member and guide rails 28 and 21 to provide clearance for the sheave and through which the chain extends.

Referring now also to Figure 5, an elongated bar 40 is secured on the right hand side of the upper door section as viewed in Figure 2 to an angle 4I in turn secured to the door section. This bar serves as a lock bar, being engaged by the notched end of a latch lever 42 when the door is closed to lock the door sections against opening movement. This lever is secured to a pivot shaft 43 rotatably supported in bearings 44 formed in the spaced arms 45 of an extension 48 of bracket 34. Secured to shaft 431s a bell crank lever 41, the upwardly extending arm 48 of which carries an operating roller 50. This roller is adapted to be engaged by a cam i, carried by the elevator car 52, to move the latch lever into position to disengage the lock bar and unlock the door. This cam is connected by a chain 53 to a magnet 54 which acts upon energization to move the cam to a retracted position as shown in which it clears the operating rollers 50 of the door locks during movement of the car.

, The latch lever 42 may also be operated manually to disengage the lock bar and unlock the door. This is effected through a bell crank lever 80 pivotally mounted on the inside of the upper door section near the bottom and centrally of the door. One arm 6| of this lever serves as an operating handle. The other arm 82 is connected by a rod 63 to the arm 64 of a second bell crank lever 65 pivoted on the door section at the side near the'lock bar. The other arm 66 of the second bell crank is connected to a vertical rod 61 which is bent inwardly near its upper end and then bent back to the vertical to form a cam 68. The upper end of this rod extends through an aperture H in a bracket 12 secured to the top of the door section to guide the rod in its movement. A pin 13 is secured to latch lever 42 in the path of movement of cam 68. Stops 14 and are provided to limit the movement of bell crank lever 60. To unlock the door manually from the inside of the car the lever 80 is pushed clockwise, as viewed in Figure 2, pulling down on rod 81. The cam 88 engages pin 13 to push the latch lever into position disengaging the lockbar. Continued pushing on lever 60 after it engages its stop 14 moves the door to open position. The door may also beunlocked from the outside by a special key which is inserted in an lever to push lever 80 into door unlocking position. This arrangement is usually provided only at the first floor.

The latch lever 42 is arranged to effect the operation of switching mechanism when the door is unlocked. This is effected through a link adjustably connecting the other arm 8i of bell crank lever 41 to the operating arm 82 of a switch unit 83. The casing 84 of the switch unit is secured to guide rail 21 through a plate 85. To provide additional contacts an additional switch unit 86 is provided, the operating arm 81 of this unit being adjustably connected to arm 82 of switch unit 83 by link 88. .The casing 80 of this second unit is also secured to guide rail 21 through plate 85. Each switch casing has a stop pin 9| which cooperates with lugs 82 formed on the switch operating arm to limit the movement of the arm. For convenience of contact arrangement, link 80 is connected to switch operating arm 82 at a point to cause switch operating arm 81 to move half the distance of arm 82. The details of... construction of the contacts of the switch units are not shown, the contacts bein shown in Figure 10.

Contacts of the switch units control operation of motor I00 which provides the power for moving the door sections to open and closed positions. The motor is geared down, gearing being provided within the casing 98. This motor unit is mounted on a bracket IOI secured to the hatchway wall at one side of the door. The bracket is also secured to guide rail 21 to provide extra support but, in order that the construction of other parts may be readily seen, this extension of the bracket is not indicated. The 'motor drives a shaft I02 through the gear reduction. On the end of the shaft I02 is a sprocket I03. This sprocket drives a sprocket chain I04, one end of which is secured to the sill 23 from which the chain extends upwardly and over sprocket I03, thence downwardly and around another sprocket I05 and thence back to sill 23 to which the other end of the chain is secured. A shaft I06 extends across the lower door section beneath the truckable sill, being supported in bearing brackets I01 secured to the sill. On each end of this shaft is secured a sprocket I08 which meshes with a stationary chain I I0. Each chain is secured to guide rail 21, the one on the left as viewed in Figure 2 by brackets III and the one on the right at the top by a bracket III and at the bottom by a casing II2 which will be referred to later. The connections are effected through eye bolts H3 in order that these chains may be adjusted and kept taut. These chains serve as racks upon which the sprockets I08 move during operation of the door and prevent tilting of the door about an axis perpendicular to the plane of the door. Each bracket I01 at the end of the shaft is provided with a shoe II4 for maintaining the sprocket in mesh with the chain. Stop plates I I5 are secured to guide rails 21 in position to engage the ends of the truckable sill 23 when the door is open to support the lower door section with the sill aligned with the floor level.

Referring now also to Figures 6, 7 and 8 sprocket chain I04 acts through sprocket I05 to operate additional switching mechanism II8 for controlling operation of motor I00. This switching mechanism is arranged within casing II2. This casing comprises a base plate I20, two end plates I2I and I22 and a cover I23. The base plate extends beyond end plate I2I where it is joined-by extensions I24 with an attaching plate I25 which is secured to guide rail 21. The upper roller 50.

viewed in Figure 1, disengaging the notched end extension is provided with an aperture I28 for securing the lower end of the rack chain I I as set forth above. Sprocket I is secured to a shaft II! mounted in bearings in end plate I2I and a bearing stand I21 secured to base plate I20. The inner end of this shaft extends through plate I2I and has a pinion I28 secured thereto. This pinion meshes with a gear I30 secured to a shaft I3I mounted in bearings in end plates I2I and I22.- A plurality of cams I33 are mounted on this shaft for operating switches mounted on an angle member I32 secured to base plate I20. Four of these switches are illustrated, each of them being of the same construction. Each switch comprises a frame I33 of molded insulating material secured to the angle member. A pair of leaf springs I34 is secured by terminal screws to the frame. Protecting stops I35 are formed on each side of the frame, between which the contact springs extend. The movable contact comprises a lever I40 pivotally mounted on a pin supported on the frame and having its upper end bent toward the contact springs. A bridging member in the form of an angle I36 is secured to the bent end of the lever. The lever is biased by spring I31 into position where member I36 bridges the contact tips of the contact springs. The lever is channel-shaped and lugs are formed on the sides of the channel to form a support for the pivot pin of operating roller I38. This roller is positioned in the path of movement of its operating cam I33on the shaft I3I. Each cam is formed with a split hub HI and a screw I42 is provided across the split portion of the hub to clamp the cam in an adjusted position to the shaft. The shape and setting of the cams is such as to provide the desired operation of the switches, as will be explained later. The setting of the cams with the door fully closed is indicated in Figure 8, where the switches are given the same designations as in the wiring diagram, Figure 10.

In operation, as the car stops at a floor, magnet 54 is deenergized, permitting cam 5| to engage This swings lever 41 clockwise, as

of latch lever 42 from lock bar 40, unlocking the door. Also, certain contacts of the switch units 83 and 86 are engaged, causing energization of motor I00 for rotative movement of sprocket I03 counterclockwise as viewed in Figure 2. Sprocket I03 acts through chain I04 to pull down on the lower door section 2I. Shaft I06 acts through sprockets I08 and rack chains IIO to transmit driving force to the other side of the lower section and obviate any tilting of the section on its guides during its movement. At the same time as the lower section is pulled down, the upper door section 20 is pulled upwardly through its connection to the lower section by its chains 30 and rods 33. Thus the two sections counterbalance each other, minimizing the load on the motor. The sections are brought to a stop upon the engagement of the truckable sill 23 with stop plates II5. During the door opening operation, motor I00 is controlled by switching mechanism H8, so as to be slowed down as the sections reach certain distances from open position.

To close the door the motor is energized for reverse rotative movement. Upon being so energized, it acts through chain I04 to pull up on the lower door section/driving force being transmitted to the other side of the door through shaft are brought to a stop upon the engagement of the bumpers 24 with the truckable sill. During the closing movement, the motor is controlled by switching mechanism II6 so as to be slowed down as the sections reach certain points in their closing movement.

One of the contacts of one of the switch units serves asan interlock to prevent the operating of the elevator hoisting motor to move the car unless the door is closed and locked. In this connection it is to be noted that the elongated lock bar 40, when the upper door section is out of closed position, is in the path of movement of latch 42, thus preventing lever 41 from swinging counterclockwise. as viewed in Figure 1, into position to effect the closure of the interlock con-- tacts, if for any reason cam 5I should disengage roller 50, until the door reaches fully closed position.

Before proceeding with a description of the operation of the doors in connection with the wiring diagram, reference will first be had to Figure 9 along with Figures3and4f'or the purpose of describing operating mechanism for a car gate which may be used in conjunction with the op-, erating mechanism for the door. The gate, designated I50, has angle members I5I secured to'the sides of the gate for cooperating with vertical channels I52 secured to the car frame I53 to guide the gate in its movement. A channel I54 extends across the top of the car upon which is mounted the motor I55 which provides the power for operating the gate. This motor, like door operating motor I 00, is geared down and has a sprocket I56 on the end of its driving shaft. This sprocket drives a sprocket chain I51 which extends downwardly from the sprocket and has its end attached to a cross member I58 of the gate at I60. l he other end of the chain is attached to a counterbalance I6I, the chain passing from the sprocket over an idler wheel I62, mounted in a bracket I63 secured to channel I54, and thence downwardly to the counterbalance. A protecting chute I59 is provided for the counterbalance, into which the counterbalance descends as the gate is raised. This chute is secured to the car framework.

To provide against tilting of the gate in its 0 plane about its point of connection I60 to chain ropeguards.

I06 as before. At the same time the upper sec- 7 tion, being released by the upward movement of rods 33, closes by its own weight. The sections I51, the ends of a rope I64 are secured to cross member I58, one end on each side of the gate. The rope extends upwardly from its right hand end, as viewed in Figure 9, around idler wheel I62, thence downwardly and around a grooved ring I65 secured by a yoke I66 to the counterbalance, thence upwardly around idler wheel I62 across the car and over another idler wheel I61 and down to cross member I58. Plates I68 extend across the two leads of rope I64 above ring I65 and are clamped thereto. The'end of chain I51 is secured to these plates, thereby effecting the connection of the chain to the counterbalance. The idler wheel I62 has three grooves to accommodate the rope and chain. Idler wheel I61 is mounted in a bracket I69 secured to channel I54. Each idler wheel mounting bracket is provided with a plurality of lugs I10 which form These guards are not shown in Figures 3 and 4 in order that the details of construction of other parts may be readily seen. Stop brackets "I are secured to channel I 54 near each side of the car and extend downwardly therefrom. Rubber bumpers I12 are secured to the bottoms of the brackets and are engaged by the cross member I58 to bring the gate to a stop in open position. Switching mechanism I13 for from the motor by a sprocket chain I". This chain passes about a driving sprocket I18 on themotor driving shaft and a driven sprocket I" on the shaft I11 of the switching mechanism. The switching mechanism is mounted on channel I and, as it is of the same construction as switching mechanism H8, its details will not be described.

In the operation of the gate. motor ll li is energized to effect clockwise rotative movement of sprocket I06, as viewed in Figure 9, to lift the gate to open position. Counterbalance IBI acts during this operation to minimize the load on the motor, while the connections to the counterbalance effected by rope I84 act to avoid tilting of the gate during its normal operation. As the gate reaches open position it is brought to a stop against bumpers I12. Motor I55 is energized for opposite rotative movement to effect the closing of the gate. Thus, upon opposite rotative movement of sprocket I56, the counterbalance is pulled upwardly, permitting the gate to close by its own weight. As the gate reaches closed position it is brought to a stop against the fioor'of the car. Operation of motor I55 during opening and closing is controlled by switching mechanism I13 in the same manner as switching mechanism IIO controls the operation of motor I during operation of the door. This will be more readily understood from a description of the wiring diagram which will follow. Also, the gate and door may be arranged for operation in. a given sequence, as will also be explained in connection with a description of the wiring diagram.

Referring now to Figure 10, the circuits of the wiring diagram are shown in straight or "across the line" form, in which the coils and contacts of the various electromagnetic switches are separated in such manner as to render the circuits as simple and direct as possible. The

relationship of these coils and contacts may be seen from Figure s, where' the switches are arranged in alphabetical order and shown in spindle form. The positions of these coils and contacts on the wiring diagram may be found by referring to Figure 10s where these coils and contacts are arranged on the spindles in horizontal alignment with the corresponding elements of the wiring diagram. The control system described below is the subject matter of the copending application of Norton and Karmel. Serial No. 370,120, filed December 14, 1940.

A direct current installation is illustrated in which the door operating motors I00 and gate operating motor I55 are direct current motors. The circuits are shown for a three-floor installation, the arrangement of the door operating mechanism being the same for each floor. In order to difierentiate between the operating mechanism for each floor, numbers indicative of the floor and arranged in brackets will be appended to the reference characters employed to designate the elements. The contacts of switch units 83 and 86 for each floor, with the exception of the interlock contacts which are not shown, are designated DLA', DLF and DLP. The contacts of switching mechanism III]: for each floor are designated DSC, DCL, DSO and DOL, contacts DSC and DCL serving respectively as door close first slow down contacts and door close second slow down contacts and contacts DSO and DOL serving respectively as door open first slow down contacts and door open .second slow down contacts. The armature of the door operating motor I00 for each floor is designated DMA and its field winding DMF. The contacts of switching mechanism I13 are designated GSC, GCL, G30 and GOL, serving as gate close first slow down contacts. gate close second slow down contacts, gate open first slow down contacts and gate open second slow down contactsrespectively. The armature of the gate operating motor I!!! is designated GMA and its field winding GMF. The door close buttons at the floors are designated HCL. while the door close button in the car is designated CCL. The door open buttons at the floors are designated 'HOP, while the door open button in the car is V designated COP! The door open buttons HOP may be provided with auxiliary contacts HAP to prevent unwanted circuits. Resistances for controlling the operation of the door operating motors are common to the motors and are designated DMR, with differentiation had by appended reference characters. The resistances for controlling the operation of the gate operating motor are designated GMR--with diiferentlation had by appended reference characters. Various control resistances are employed and will be referred to later. Condensers are designated CA.

The electromagnetic switches are designated as follows:

AC -Acclerating switch -CM-Cam relay CX-Auxiliary slow down relay DA-Door close second slow down switch DB-Door open second slow down switch DC-Door close switch DE-Door first slow down switch DO-Door open switch EX-Auxiliary slow down relay GA-Gate close second slow down switch GB-Gate open second slow .down switch GC-Gate close switch GE-Gate first slow down switch GO-Gate open switch HUp and down switch OA-Automatic opening relay OX-Auxiliary opening relay PT-Protective time relay ZR-Door lock relay Throughout the description which follows, these letters will be applied to the coils of the above designated switches. Also, with reference numerals appended thereto, they will be applied to the contacts of these switches. The coils of relay CM and switch H are not shown, these coils being arranged in the elevator motor control circuits, which are not shown. Control of the elevator by push buttons, one at each floor and one in the car for each floor, will be assumed. The circuits are illustrated for the condition with the car at the first floor with the car gate and hatchway door closed and the door unlocked. All electro magnetic switches are shown in deenergized condition.

Upon power being supplied to the direct current supply lines LI and L2, the coil of protective time relay PT is energized through contacts OX4, CX3, DC2 and GCZ, causing this relay to be operated. Also the coil of accelerating switch AC is energized through contacts EXI and PI I, causing this switch to be operated. The gate operating motor field winding GMF is energized through resistance GFR and the field winding DMF( I) of the door operating motor at the first floor is energized through resistance ZRR and close to energize cam magnet 54.

the coil of door lock relay ZR. Relay ZR is thus operated. Also the coil of. switch DB is energized through contacts DOL(3), DOL(2) and DOL(l) and the coil of switch GB is energized through contacts GOL, causing these switches to be operated.

Incident to the starting of the car in response to the pressing of a control button, contacts CMI This retracts the cam, causing the locking of the first floor door and the separation of contacts DLA(I), DLFU) and DLP(I). The separation of contacts DLFU) breaks the circuit for field winding DMF( I) and also the coil of relay ZR which drops out. After the engagement of the door interlock contacts (not shown) upon the locking of the door, switch H operates to engage contacts HI and separate contacts H2. The engagement of contacts HI completes a circuit for the coil of automatic opening relay A, causing this relay to operate. The car is started upon operation of switch H and goes toward the floor corresponding to the elevator control button pressed.

Assume that the destination of the car is the second floor'. As it arrives at that floor, contacts CM! and HI separate and contacts H2 engage. Relay 0A does not drop out immediately upon separation of contacts Hi, being delayed by the discharge of condenser CAI through resistance OAR and the coil of the relay. Thus, upon the reengagement of contacts H2, a circuit is completed through contacts 'CXI and 0A2 for the coil of auxiliary ope'ning relay OX. Relay 0X separates contacts 0X3 to prevent energization of the coils of switches DC and GC and relay CX. Relay OX also separates contacts OX4, deenergizing the coil of protective time relay PT. Relay PT does not drop out immediately, however, owing to the discharge of condenser CA5 through resistance PTR and the coil of the relay, this delay being for a suflicient time to insure the opening of the door and gate. The separation of contacts CMI deenergizes cam magnet 54, which permits the cam to be extended to unlock the second floor door. Upon the door being unlocked, contacts DLF(2) for the second floor engage, com- 7 pleting a circuit for field winding DMF(2) for the door operating motor for the second floor door. Also, contacts DLA(2) engage, preparing the circuit for the armature DMA(2) of the door operating motor Hill for the second fioor door. In this way the second fioor door operating motor is selected for operation. The circuit through field winding DMF(2) also extends through the coil of door lock relay ZR. This relay operates to engage contacts ZRI, completing a circuit through contacts H2, CXI, OAI and PTI for the coil of door open switch D0. Contacts OAI are by-passed by contacts DBI and OXI so that switch D0 is maintained operated after relay 0A drops out. A circuit is not completed at this time for the coil of gate open switch G0 as contacts DB2 are separated.

Switch D0 upon operation engages contacts DOI, D02, D03 and D04. Contacts DOI complete the circuit through contacts DSO(3), DSO(2) and DSO( I) of switching mechanism H8 for the second floor door for the coil of door first slow down switch DE. Switch DE separates contacts DE2 and DE3 and engages contacts DE! and DE4. Contacts DE2 open the by-pass circuit for the motor armature. Contacts DEI complete the circuitfor the coil of auxiliary slow down relay EX which, in turn, separates contacts EXI to break the circuit for the coil of accelerating switch AC. Switch AC does not drop out immediately, due to the discharge of condenser CA4 DE4, D04 and DLA(2), armature DMA(2), and

contacts D03 and PT2. The field winding'of the motor being energized, the motor starts in operation to pull the door sections to open position.

Upon the expiration of a certain time delay after the motor starts in operation, the accelerating switch drops out, engaging contacts AC4 to short-circuit resistance DMR2. This increases the voltage applied to the motor armature, increasing the speed .of the door opening oper-v ation. During the initial movement of the door, contacts DCL(2) engage to complete the circuit for the coil of door close second slow down switch DA, causing this switch to operate. As the sections near open position and arrive at a certain distance therefrom, door open first slow down contacts DSO(2) of the second fioor door operating motor control switching mechanism H8 open, breaking the circuit for the coil of door first slow down switch DE. This switch drops out to separate contacts DE! and DE4 and to engage contacts DE2 and DE3. The separation of contacts DEI breaks the circuit for the coil of auxiliary slow down relay EX which engages contacts EXI to complete the circuit for the coil of accelerating switch AC, causing this switch to operate. The engagement of contacts DE3 short-circuits resistances DMRI and DMRZ, but the separation of contacts DE4 inserts resistance DMR3 of higher value in-circuit with armature DMA(2). The engagement of contacts DE2 connects by-pass resistance DMR5 across armature DMA(2), the circuit being through contacts DA3 and DB4. The insertion of resistance DMR3 in circuit with the motor armature and the connection of the by-pass resistance across the armature causes the motor to slow down.

As the door sections reach a point still closer to fully open position, door open second slow down contacts DOL(2) of the second floor door operating motor control switching mechanism I I8 open, breaking the circuit for the coil of door open second slow down switch DB. This switch drops out to separate contacts DBI and DB4 and to engage contacts DB2 and DB3. The separation of contacts DB4 and the engagement of contacts DB3 connects resistance DMR4 of lower value across armature DMA(2) in place of resistance .DMRS, causing further slow down of the motor.

Theseparation of contacts DBI breaks the circuit for the coil of switch D0. Switch D0 does not drop out immediately, being delayed by the discharge of condenser CA2 through resistance DOR and its coil sufliciently to insure the door sections reaching fully open position. The door sections are brought to a stop by the engagement of the truckable sill with its stops as the door reaches open position. Upon the expiration of the time interval provided for switch D0, this switch drops out separating contacts D03 and contacts D04 to disconnectarmature DMA(2) from the supply lines.

The engagement of contacts DB2 completes a circuit for the coil of gate open switch D0. This circuit is through contacts H2, CXI, GBI, 0X2 and DB2, coil G0, and contacts ZRI and PTI. Switch G upon operation engages contacts G0l, G02, G03 and G04. Contacts GOI complete the circuit through contacts GSO of switching mechanism I13 for the coil of gate first slow down switch GE. Switch GE separates contacts GE2 and GE3 and engages contacts,

GEI and GE4. Contacts GE2 open the by-pass circuit for the motor armature. Contacts GEI complete the circuit for the coil of auxiliary slow down relay EX. Relay EX separates contacts EXI to break the circuit for the coil of accelerating switch AC which as before does not drop out immediately. Contacts G02 by-pass contacts D02 to maintain relay OX operated after switch D0 drops out. Contacts G03 and G04 complete the circuit for the armature GMA of gate operating motor I55, this circuit being through resistances GMR, GMRI. and GMRZ,

contacts GE4 and G04, armature GMA, and contacts G03 and PT2. The field winding of the motor being energized, the motor starts in operation to lift the gate to open position.

Upon the expiration of a certain time delay after the motor starts in operation, the accelerating switch drops out, engaging contacts AC3 to short-circuit resistance GMR2. This increases the voltage applied to the motor armature, increasing the speed of the gate opening operation. During the initial movement of the gate, contacts GCL close to complete the circuit ior'the coil of gate close second slow down switch GA,

' causing this switch to operate. As the gate arrives at a certain distance from open position,

gate open first slowdown contacts GSO of switching mechanism H3 open, breaking the circuit for the coil of gate first slow down switch GE. This switch drops out to separate contacts GEI and GE4 and to engage contacts GE2 and GE3. The separation of contacts GEI breaks the circ'uit for the coil of auxiliary slow down relay EX which engages contacts EXI to complete the circuit for the coil of accelerating switch AC, causing this switch to operate. The engagement of contacts GE3 short-circuits resistances GMRI and GMR2, but the separation of contacts GE4 inserts resistance GMR3 of higher value in circuit with armature GMA. The engagement of contacts GE2 connects by-pass resistance GMR5 across armature GMA, the circuit being through contacts GA3 and GB3. The insertion of resistance GMIR3 in circuit with the motor armature and the connection of the by-pass resistance across the armature causes the motor to slow down.\

As the gate reaches a certain point still closer to fully open position, gate open second slow down contacts GOL open, breaking the circuit for the coil of gate open second slow down switch GB. This switch drops out to separate contacts GBI and GB3 and to engage contacts GB2. The separation of contacts G33 and the engagement of contacts GB2 connect resistance GMR4 of lower value across armature GMA in place of resistance GMR5, causing further slow down of the motor. The separation of contacts GBI breaks the circuit for the coil of switch G0. Switch GO does reaching fully open position. As the gate reaches open position it engages bumpers H2 and is brought to a stop. Upon the expiration of the time interval provided for switch G0, this switch drops out separating contacts G03 and contacts G04 to disconnect armature GMA from the sup-v ply lines. Also contacts G02 separate, breaking the circuit for the coil of relay 0X which drops out. The reengagement of contacts 0X4 reestablishes the circuit for the coil of relay PT to maintain contacts PT! and PT2 in engagement.

Assume that the car was called to the second floor to take on a load. After the load is taken on the car, the operator closes the car gate and hatchway door by pressing and'holding pressed door close button CCL in the car. Had the car been sent to the second floor to discharge its load,

the closing operation after the load is removed would be effectedby pressing and holding pressed door close button HCL(2) at the second floor, this button being rendered alive" by contacts DLP(2) in engagement under the conditions assumed. The pressing of the door close button completes a circuit for the coils of gate close switch GC and auxiliary slow down relay CX, this circuit including contacts H2, 0X3, AC2 and, in the case of switch GC, also contacts PTI. The

circuit for the coil of switch DC is not completed GCI, GC3 and GC4 and separates contacts G02.

- break the circuit for the coil of switch AC. Contacts GC3'and G04 complete the circuit for armature GMA of the gate operating motor. This circuit is through resistances GMR, GMRI and GMRZ, contacts GE4 and GC3, armatures GMA and contacts G04 and PT2. This causes current to flow through the armature in a direction reverse to that for effecting the gate opening operation, thereby eifecting reverse rotative move- 4 ment of the motor to lift the gate counterbalance and thus permit the gate to return to closed position.

'Upon the expiration of the time delay of the accelerating switch, contacts AC3 engage toshort-circuit resistance GMR2 to increase the speed of the gateclosing operation. Switch AC also separates contacts AC2 but the circuit for the coils of switch GC and relay CX is maintained through contacts CX2. As the gate arrives at a certain distance from closed position, gate close first slow down contacts GSC open, breaking the circuit for the coil of switch GE. As a result, contacts GEI separate to deenergize relay EX and thus effect the reoperation of switch AC. The engagement of contacts GE3 and separation of contacts GE4 effects the substitution of resistance GMR3 for resistance GMRI in circuitwith the motor armature. Contacts GE2 connect bypass resistance GMR5 across the motor armature, the circuit being throughcontacts GA3 and gate close second slow down contacts GCL open,

breaking the circuit for the coil of gate close second. slow down switch GA. Switch GA drops out to separate contacts GA3 and to engage contacts GAI and GAZ. The separation of contacts GA3 and engagement of contacts GA2 connect .resistance GMRE of lower value across the motor armature in place of resistance GMR5, causing further slow down of the motor. Thus the gate is brought to fully closed position at a slow speed where it is brought to a stop by the engagement of the bumpers on the gate with the car floor.

The engagement of contacts GAI completes the circuit for the coil of door close switch DC, this circuit being through contacts H2, the door close button, contacts OX3, AC2 and GAI, coil of switch DC, and contacts ZR! and PTI. Switch DC upon operation engages contacts DCI, DC3 and DC4 and separates contacts DCZ. Contacts DCI complete the circuit through contacts DSC(2), closed during the opening of the door, for the coil of switch DE. Switch DE acts through relay EX to break the circuit for the coil of switch AC. Contacts DE2 open the by-pass circuit for the motor armature. Contacts DC3 and DC4 complete the circuit for armature DMA(Z) of operating motor I for the second floor door, this circuit extending through resistances DMR, DMRI and DMRZ. This causes current to be supplied to the motor armature in a direction reverse to that for door opening, causing operation of the motor to lift the lower door section and thus permit lowering of the upper section by its own weight, thereby effecting closing of the door.

Upon the expiration of the time delay of the accelerating switch, contacts AC4 engage to short-circuit resistance DMRZ to increase the speed of the door closing operation. As the door sections arrive at a certain distance from closed position, door close first slow down contacts DSC (2) open, breaking the circuit for the coil of switch DE. This switch drops out, separating contacts DEI to cause, through effecting the dropping out of relay EX, the operation of accelerating switch AC. Also, contacts DE3 engage and contacts DE! separate to substitute resistance DMR3 of higher value for resistance DMRI in circuit with armature DMA( 2). Contacts DB2 connect by-pass resistance DMR5 across armature DMA(Z), the circuit being through contacts DA3 and DB4. Thus the motor is caused to slow down. As the door sections reach a point still closer to fully closed position, door close second slow down contacts DCL2 open, breaking the circuit for the coil of door close second slow down switch DA. This switch drops out to engage contacts DAI and DA2 and to separate contacts DA3. The separation of contacts DA3 and engagement of contacts D'AZ substitute resistance DMRB of lower value for resistance DMR5 in the by-pass circuit for the motor armature, causing further slow down of the motor. Thus the door sections are brought together at a slow speed. Upon the door becoming fully closed, theoperated door close button is released, deenergizing the coils of switch DC,

switch-GO and relay CX. The dropping out of switch GC disconnects the armature of the gate 'car have been pressed, contacts CMI would be in engagement so that upon the reengagement of contacts DAI retiring cam magnet 54 would be energized, retracting the cam and locking the door and causing the starting of the car to the floor corresponding to the control button pressed. Should no control button have been operated, the car remains at the floor with the car gate and hatchway door closed but not locked. The door and gate may be reopened by pressing the door open button HOP(2) at the second floor, completing a circuit through contacts H2, DLP(2) and ACI for the coil of automatic opening relay 0A which operates as previously described to cause the door and gate to move to open positions.

It is to be noted that in pressing a door open button at a landing the auxiliary contacts HAP of that button are opened. This prevents the establishment of an unwanted circuit in the event that other buttons are pressed at the same time. Assume, for example, that some one at the third floor is pressing both the door close button HCL( 3) and the door open button HOP(3) at the time that door open button HOP(2) is pressed. The separation of auxiliary contacts HAP(3) of the third floor door open button prevents the establishment of an unwanted feed for door close button HCL(3) and thus prevents interference with the desired operation of the door and gate. The door and gate may also be opened from within the car by pressing door open button COP.

From the above description of operation, it will be seen that as the car comes to a stop at a floor, the door at that floor and the car gate open automatically. The door and gate are closed by pressing a door close button, either in the car or at the landing at which the car is stopped. The door and gate may be reopened by pressing the door open button at that floor or the door open button in the car. In the case of the closing operation, the door close button must be held pressed until both the gate and door reach fully closed positions, whereas in the opening operation in response to a door open button, the button upon being pressed may be released as a holding circuit is established. The door and gate are operated in sequence, with the door first in opening and the gate first in closing. However, they may be operated together if desired. This, in the control system illustrated, may be effected by omitting contacts DB2 in the case of the opening operation and by omitting contacts GAI in the case of the closing operation.

The door and gate are slowed down prior to being brought to a stop both in opening and closing. In the opening operation, the coils of the switches controlling the supply of power to the operating motors are respectively disconnected from the supply lines as the door and gate respectively arrive within a certain distance from open position. Each switch is timed in dropping out to allow ample time for the door and gate to reach fully open position. Should either the door or gate fail to reach fully open position after the disconnection of its open switch from the supply lines, its operating motor may be reenergized to complete the operation by pressing the door open button in the car or the door open button at the landing. This reestablishes the circuit for the coil of relay A. which reestablishes the circuit for the coils of switches DO and GO and by holding the button pressed, these switches are maintained energized to insure the completion of the opening operation.

If during the closing operation the door close button is released prematurely or it becomes necessary to release the button to stop the closing operation, as where some one might be struck by the door or gate, the closing operation may be resumed by repressing the door close button and holding it pressed until the full closing of the gate and door is effected. It is to be noted that on the release of the door close button during the closing of the gate the separation of contacts G03 and G04. disconnects the gate motor armature from the supply lines and the separation of contacts GCI deenergizes switch GE, which connects resistance across the gate motor armature to bring the motor to a stop by dynamic braking. Similarly, if the button is released during the closing of the door, the separation of contacts DC3 and DC4 disconnects the door motor armature from the supply lines and the separation of contacts DCI deenergizes switch DE, which connects resistance across the door motor armature to bring the motor to a stop by dynamic braking.

Protective time relay PT is set to hold in after the circuit for its coil is broken until ample time has elapsed for the opening of door and gate or the closing thereof to be effected. If in the auto matic opening of the door and gate or the open ing thereof in response to a door open button, the opening of the door and gate is not efiected within the time interval of relay PT, this relay in dropping out separates contacts PT2 to break the circuit connecting the armatures GMA of coil of relay PT. Relay PT again operates, en-

gaging contacts PI'l and PT2 to permit the circuit for the opening operation to be established by the door open button and the time interval of relay PT is again provided in which to complete the opening operation. In a similar manner, should the closing of the door and gate be not efiected within the time interval provided by relay PT, contacts PT2 separate to deenergize.

the armatures of the operating motors and contacts PT! separate to disconnect the operated closing switches from the supply lines. In such event, the closing operation may be completed by releasing and repressing the door close button.

The release of the buttondeenergizes the coil of relay CX. Relay CX in dropping out engages contacts CX3 to reestablish the circuit for the coil of relay PT. Relay PT reengages contacts PTI and PT2 to permit the establishment of the closing circuits upon repressing the door close button and the resultant reseparation of contacts CX3 'upon the button being pressed disconnects the coil of relay PT from the supply lines to reestablish the time interval in which the comrent motors may be employed for operating the.

doors and gate, it is preferred to employ direct current motors. With direct current motors, the doors may be operated quickly and slowed down at the desired rate to a slow speed from which .they are brought to a stop. With this arrange-.

ment, the torque of the motor is so low at slow speed in closing that the door may be stopped by hand. Thus, the possibility of any serious injury due to some one getting his arm caught, for example, between the closing sections, is minimized. The door motors are picked out by switches operated by the retiring cam for the door lock, thereby not only insuring the unlock ing of the door before power is applied for efl'ecting the opening operation but also insuring that only the door operating motor for the door at the floor at which the car is stopped will be energized. Also, by the locking arrangement provided the door interlock contacts cannot be made until the door is closed and locked even though the retiring cam be retracted before the door is fully closed. The motors are controlled by switching mechanisms arranged as units individual to the motors and operated by the motors themselves. 1

'Only one motor is employed for each door, thus obviating any problems of synchronization and reducing costs. The motor driving the door directly through a sprocket and chain provides a positive drive and being located near the abutting line of the door sections is easy to install and readily accessible for maintenance. The cross shaft and pinions thereon for meshing with stationary racks are particularly effective for transmitting driving force to the other side of the door, maintaining the sections parallel with themselves during their movement and thus eliminating any possibility of binding due to tilting. The cross shaft being carried at the top of the lower section is not in the way of the upper section of the door below during relative movement of these sections, this shaft being beneath the truckable sill and thus completely out of the way. Thus the cutting out of sections of the hatchway for mounting the operating mechanism and other space requirement problems are eliminated. Although described as applied What is claimed is:

1. Operating mechanism for a vertical biparting counterbalanced elevator hatchway door comprising, a stationary rack secured to the hatchway wall on each side of said door adjacent the lower door section, a shaft rotatably mounted on said lower section and extending crosswise thereof, a pair of pinions secured to said shaft in position for meshing with said racks. a pair of sprocket wheels positioned in said hatchway on one side of said door, one above the other, a

stationary motor for driving one of said sprocket wheels, and a sprocket chain connected at its ends to said lower door section and extending around said sprocket wheels to be driven by said motor to effect the opening and closing of said door.

2. In an elevator system in which a vertical bi-parting hatchway door is provided at a floor, the two door sections being connected together in counterbalanced relationship, operating mechanism for said door comprising, a stationary rack secured to the hatchway wall on each side of said door adjacent the lower door section, a shaft extending across the lower section near the top thereof and rotatably carried thereby, a pair of pinions secured to said shaft in position for meshing with said racks, a pair of sprocket wheels positioned in said hatchway on one side of said door, one above the other, an electric motor mounted on said hatchway wall at said one side of said door for driving one of said sprocket wheels, and a sprocket chain secured at its ends to said lower door section and extending around said sprocket wheels to be driven by said motor to effect the opening and closing of said door, said cross shaft acting through said racks and pinions to transmit force for opening and closing of the door to the other side of the door.

3. In an elevator system in which a vertical bi-parting hatchway door is provided at a floor, the two door sections being connected together in counterbalanced relationship, operating mechanism for said door comprising, a rack and pinion on each side of said door formed on each side by a stationary sprocket chain secured to the hatchway wall adjacent the lower door section and a sprocket wheel meshing with said chain, a shaft extending across the lower section and rotatably carried thereby upon which saidsprocket wheels are secured, means for maintaining said wheels at a floor, the two door sections being connected together in counterbalanced relationship and the upper edge of the lower section being provided with a truckable sill, operating mechanism for said door comprising, a rack and pinion on each side of said door formed on each side by a stationary sprocket chain secured to the hatchway wall adjacent said lower section anda sprocket wheel meshing with said chain, a shaft to which said sprocket wheels are secured and which extends across the lower section and is rotatably carried thereby immediately beneath said truckable sill, shoes for maintaining said wheels and chains in meshing relationship, a driven sprocket wheel positioned in said hatchway on one side of said door and above said truckable sill in the closed position of the door, a direct current motor mounted on said hatchway wall at said one side of said door for driving said driven sprocket wheel, an idler sprocket wheel positioned in said hatchway on said one side of said door and below said truckable sill in the open position of the door, and a sprocket chain secured at its ends to said sill and extending around said idler sprocket wheel and said driven sprocket wheel to be driven by said motor to efiect the opening and closing of said door, said cross shaft acting through said racks and pinions to transmit the force opening and closing the door to the other side of the door.

5. In an elevator system in which a vertical bi-parting pass type hatchway door is provided at a floor, the two door sections being connected together in counterbalanced relationship on each side of the door by a chain connected at its ends to the door sections and extending upwardly therefrom around a stationary pulley and the and chains in meshing relationship, a pair of.

sprocket wheels positioned in said hatchway on one side of said door in vertical spaced relationship, an electric motor mounted on said hatchway wall at said one side of said door for driving the upper one of said pair of sprocket wheels,

and a sprocket chain secured at its ends to'said lower door section and extending around said pair of sprocket wheels to be driven by said motor to effect the opening and closing of said door, said cross shaft acting through said racks and pinions to prevent tilting of the lower door section about an axis perpendicular to the plane thereof during operation of the door.

4. In an elevator system in which a vertical bi-parting pass type hatchway door is provided upper edge of the lower section being provided with a truckable sill, operating mechanism for said door comprising, a pair of stationary sprocket chains secured to th hatchway wall, one at each side of said lowerv section, a shaft extending across the lower section immediately beneath said truckable sill and rotatably supported by bearings secured to said sill, a pair of sprocket wheels secured to said shaft, one at each end thereof in position for meshing with said chain at that side of the door, a pair of shoes, one for each sprocketwheel, for maintaining said wheels meshed with said chains, a direct current motor mounted on said hatchway wall at one side of said door and in a' position above said truckable-sill when the door is closed, a sprocket wheel driven by said motor, an idler sprocket wheel rotatably mounted on said hatchway wall at said one side of said door and in a position below said truckable sill when the door is open, a sprocket chain secured at its ends to said sill and extending around said idler sprocket wheel and said driven sprocket wheel to be driven by said motor to effect the opening and closing of said door. and switching mechanism driven by said idler sprocket for controlling the operation of said motor during said opening and closing op-

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