US3554325A - Motor control mechanism - Google Patents

Motor control mechanism Download PDF

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Publication number
US3554325A
US3554325A US817789A US3554325DA US3554325A US 3554325 A US3554325 A US 3554325A US 817789 A US817789 A US 817789A US 3554325D A US3554325D A US 3554325DA US 3554325 A US3554325 A US 3554325A
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Prior art keywords
movable member
car
arm
neutral position
speed
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US817789A
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Conwell Savage
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Westinghouse Electric Corp
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Westinghouse Electric Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/26—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/46—Adaptations of switches or switchgear
    • B66B1/52—Floor selectors

Definitions

  • Westerhoff ABSTRACT A mechanism for controlling the movement of an elevator car has a helical frame which is threadedly advanced in synchronism with the car.
  • the helix passes under a control head which is mounted on an arm pivoted about the axis of the helix.
  • the control head is rotated through a limited arc by the arm in a direction opposite to the direction of rotation of the helix as the car begins to move.
  • Displacement of the arm from the neutral position generates a speed reference signal and establishes the advance car position relative to floor stops mounted on the helical frame at points proportional to the location of the landings.
  • Precise speed control is essential in transportation systems such as elevators for the comfort and safety of the passengers as well as for the accuracy of the landings.
  • the problem is further compounded in elevator systems where the desired stopping point may be changed while the vehicle is in motion.
  • a major problem is determining at what point slowdown should be initiated so that the car will come to a smooth stop level with the landing reasonably quickly.
  • tion is limited to an amount corresponding to the predeteb mined maximum control signal desired.
  • the mechanism which is the subject of this invention be used in a feedback type control system wherein the control signal is continuously compared with an actual speed signal to produce an error signal which controls energization of the driving means.
  • the mechanism could be used however, in an open loop speed control system also.
  • a helical frame is rotated and axially advanced in synchronism with the movement of the car. Lugs secured to the helix at points proportional to the location of the landings protmde from the surface of the helix.
  • a control head supported by an L-shaped arm which is pivoted around the axis of the helix carries a number of switches which are successively actuated by the floor stops as the helix threadedly advances on a screw having the same pitch as that of the helix.
  • the helix is driven by a synchronous gear fastened to one end of the helix which advances along an elongated pinion gear on a rotating shaft whose axis is parallel to the axis of the helix.
  • the arm supporting the control head is rigidly attached to the screw through the axis of the helix.
  • At one end of the threaded shaft is a clutch plate rigidly connected to the shaft.
  • An advance gear coaxially mounted on the threaded shaft for independent rotation is driven in the opposite direction to that of the helix through a spur gear which also meshes with the elongated pinion gear on the rotatingshaft.
  • a clutch mechanism when actuated forces the advance gear against the clutch plate thereby causing the threaded shaft and the control head mounted thereto to rotate in the direction opposite to the direction of rotation of the helix.
  • a transducer connected to the opposite end of the threaded shaft produces a control signal proportional to the displacement of the control head from the neutral position. Since the control head moves in the direction opposite to the direction of rotation of the helix, the control head moves with respect to the floor stops at a much higher rate. than the car actually moves with respect to the landings. The difference in the relative displacement between the control head andthe floor stops as compared to the actual displacement of the car from a landing is the distance'over' which the car has been accelerated. This same distance will be required to bring the car to a stop.
  • position of the control head with respect to the floor stops I therefore represents the advance position of the car or the
  • the most widely used method of controlling acceleration in elevator systems is to generate a speed control signal as a function of time beginning with the application of the start signal.
  • the system described in U.S. Pat. No. 2,271,998 mentioned above accelerates the elevator car as a stepwise function of the distance the car has traveled.
  • control mechanism which is the subject of this invention could be mounted on the car and driven by a stationary rope in the hatchway looped around the driving drum; however, preferably the mechanism is mounted in the penthouse and driven by a tape connected to the car.
  • the transducer which produces the output signal of the mechanism may take varying forms and may produce either an electrical or mechan.cal output.
  • a cam is connected to the end of the threaded shaft to which is connected the control head. Displacement of the control head from the neutral position results in proportional displacement of the cam.
  • the cam may be used to vary the reluctance of a coil and thereby produce an electrical output, or it can, through the utilization of cam followers, adjust the setting of a potentiometer which would also produce an electrical output.
  • it could be utilized through cam followers to mechanically adjust the position of the control element on a drag magnet speed regulator such as that disclosed in U.S. Pat. No. 2,874,806 mentioned above.
  • movement of the control head can be utilized to manipulate cam operated switches to perform such functions as door preopening as the car approaches a landing at which it is to stop.
  • FIG. 1 is a schematic diagram of an elevator system embodying the invention
  • FIG. 2 is a sectional view in side elevation with parts cut away of the speed control mechanism
  • FIG. 3 is an enlarged view in plan of a section of the helical frame shown in FIG. 2;
  • FIG. 3A is an enlarged view in plan of a floor stop.
  • FIG. 4 is a sectional end view with parts broken away and parts missing taken along IV-IV of the mechanism shown in FIG. 2;
  • FIG. 5 is an enlarged side elevation view with some parts broken away of the control head and control arm;
  • FIG. 6 is a front elevation view of the control head
  • FIG. 7 is an enlarged perspective view of part of the control head shown in FIGS. 5 and 6;
  • FIG. 9 is a vertical end view with some parts in section and some parts cut away taken generally along the line IX-IX in FIG. 2;
  • FIG. 10 is a schematic wiring diagram for some of the switches utilized in the invention.
  • FIG. 11 is a mechanical diagram illustrating the relative movement of the main operating components of the mechanism
  • FIG. 12 is a vertical sectional view taken along the same line as FIG. 9 for a modification of that portion of the mechanism
  • FIG. 13 is also a vertical sectional view taken along the same line as FIG. 9 for yet another modification of that portion of the mechanism;
  • FIG. 14 is a side view in elevation with parts missing of the modification illustrated in FIG. 13;
  • FIG. 14 is a side view in elevation with parts missing of the modification illustrated in FIG. 13;
  • FIG. 15 is a side view taken along line XVXV of a portion of the modification shown in FIG. 13.
  • FIG. 1 illustrates a simplified elevator system embodying the invention wherein a car I is mounted for movement relative to a structure 2 having four landings.
  • the car is supported by a rope 3 which is 'reeved over a traction sheave 5 on the shaft of a direct current motor M.
  • a counterweight 7 is connected to the other end of the rope 3.
  • a drive tape 9 connected to the top and bottom of the car to form a closed loop is reeved over the sprocket 11 of the control mechanism 15 located in the penthouse and over a pulley 13 located at the bottom of the hatchway.
  • the control mechanism 15 could be located on the car and driven by a stationary rope in the hatchway looped around the drive drum 1 1.
  • the control mechanism 15 which is the subject of this invention is controlled by and supplies information to a supervisory control system 17.
  • a supervisory control system is the one described in the application of Andrew F. Kirsch, Ser. No. 606,231, filed Dec. 30, I966 and assigned to the same assignee.
  • the speed reference signal generated by the control mechanism 15 serves as a pattern signal for a speed regulator 19.
  • any speed regulator which varies the speed of the motor in accordance with a pattern signal could be utilized, it will be assumed that the solid state type of regulator disclosed in the application of William R. Caputo and the application of William R. Caputo and William M. Ostrander which are assigned to the same assignee and identified as application Nos. 837,442 and 845,604,respectively is utilized.
  • the pattern signal is compared with a signal generated by a tachometer which is representative of the actual speed of the motor.
  • the resultant signal is amplified by a silicon controlled rectifier amplifier and serves as the excitation signal for a direct current generator 21.
  • the current produced by the generator controls the motor M.
  • This motor generator combination is the familiar Ward-Leonard direct current drive system. Positive feedback from the generator to the speed regulator increases the sensitivity of the regulator while negative acceleration feedback from the motor minimizes hunting.
  • the drive tape 9 has rectangular evenly spaced holes lfl distributed along its centerline. It can beseen'from the sectional view in FIG. 2 that the drive sprocket 11 is actually composed of two parallel plates 25 spaced axially approximately the width of the tape by spacers 29. Rivets 31 through the plates and the spacer give the sprocket rigidity. Beveled rollers 33 evenly distributed around the circumference of the sprocket the same distance apart as the holes 10 in the drive tape are free to rotate about their axes. These rollers protrude radially beyond the circum-' ference of the plates 25 so that they may engage the holes 10 in the tape 9 and thereby assure positive drive.
  • the sprocket 11 is mounted on a drive shaft 35 which is joumaled in its forward end by a bearing 37 mounted on the supporting structure having a base 39 and a front wall 41.
  • the drive shaft 35 is joumaled at its remote end in a bearing 43 mounted on the rear bracket 45.
  • Gear teeth extending along a substantial length of the drive shaft 35 form an elongated pinion gear 36.
  • a helical carriage 47 is mounted on a threaded shaft 49 extending through the axes of the helical carriage.
  • the threaded shaft is joumaled in an oilite bearing 51 mounted in the front support 41 and is journaled at the other end by a ball bearing 53 mounted on the rear bracket 45.
  • a synchronous gear 55 concentrically mounted on one end of the helical carriage 47 engages the pinion gear 36 on the drive shaft.
  • a spur gear 57 (see FIG. 4) engages the pinion gear 36 and an advance gear 59 identical to the synchronous gear 55 mounted for free rotation about the threaded shaft 49. The advance gear therefore rotates in the same direction as the drive shaft 35 or in other words in an opposite direction to the direction of rotation of the synchronous gear 55.
  • a clutch plate 61 rigidly connected to the threaded shaft 49 normally rotates clear of the advance gear 59.
  • a control arm 63 rigidly connected to the forward end of the threaded shaft 49 carries a control head 65.
  • a clutch mechanism 67 to be described in detail below, is operative under certain conditions to force the advance gear 59 axially into engagement with the clutch plate 61 to thereby effect rotation of the threaded shaft 49.
  • the transducer 69 is composed of a cam 71 having an arcuate cam surface 72 rigidly connected to the threaded shaft 49.
  • a cam follower designated generally by the reference character 73 has an arm 75 which is pivoted on a stub shaft 77 connected to the front support 41 (see FIG. 2).
  • a spacer 78 displaces the cam follower from the support structure 41.
  • a spring 76 biases a roller 74 connected to the center of the arm against the cam 71.
  • a segment gear 79 at the free end of the arm 75 engages a spur gear 81 on a potentiometer 83.
  • Rotation of the cam 71 by the threaded shaft 49 varies the angular displacement of the cam follower 73 in accordance with the variation in the radius of the cam surface in contact with the roller 74.
  • the effective resistance of the potentiometer 83 is therefore varied in accordance with the angular position of the threaded shaft 49.
  • the potentiometer is pivotally mounted on a pin 84 and is urged into contact with the segment gear 79 by a spring 86.
  • a spacer 85 maintains clearance between the control arm 63 and the cam follower 73 as can be seen in FIG. 2.
  • the helical carriage referred to generally by the reference character 47 is built around a hollow cylindrical nut 87 which engages the threaded shaft 49. Therefore, when the synchronous gear 55 is rotated by the drive shaft 35, the entire helical carriage 47 is moved axially with respect to the threaded shaft 49.
  • the helical surface is composed of 270 segments shown in detail by the general reference character 89 in FIG. 3. Each segment comprises an annular rib 91 having tongues 93a, b and c protruding radially inward at the 45, l35 and 225 points around the inner surface of the rib 91.
  • the tongues 93 have holes 95.
  • Mounting arms 99 proceeding radially outward from the supporting rib and then circumferentially parallel to the supporting rib leave annular grooves 97 with radial openings at the ends of the mounting arms.
  • the tongues 93 are each twisted about their radial centerline the same number of degrees, for instance 3, in the same direction so that when the segment is oriented so that the planes of the twisted tongues are parallel, the periphery of the segment assumes a pitch with respect to the central axes of the segment. For instance, if each of the tongues of the segment shown in FIG. 3 were twisted counterclockwise about their radial centerline and the segment was then oriented so that all these tongues were parallel to the plane of view, the end of the support rib 91a would be closer to the viewer than the end 91b. If another identical segment were then oriented so that its edge 91b abutted the edge 91a of the segment shown in FIG. 3.
  • the helix would continue out towards the viewer from the plane of FIG. 3.
  • the tongue 93c of the second segment would then fall midway in the are between the tongues 93a and 930 of the segment shown in FIG. 3.
  • the hole in the tongue 93b of the second segment will then line up with the hole 95 in' the tongue 930 of the segment shown in FIG. 3 and likewise the hole 93a of the second segment would line up with the hole 95 in the tongue 93b of FIG. 3.
  • the periphery of the helical frame thus formed represents on a reduced scale the length of the hatchway in which the elevator car is running. Therefore as many segments as are necessary to obtain the proper length of the helical path can be stacked up in this manner.
  • the floor stops are arcuate shaped pieces of metal having a cam surface on the outer periphery and three holes 110 along the inner radius. By providing three holes it is assured that the floor stop can be bolted to the helical frame by two bolts at any point desired. As can be seen best from FIG. 2, the floor stops have a double bend so that the cam surface is offset from the centerline of the helix. The floor stops for the odd number floors are fastened on the right side of the helix as seen in FIG. 2 and are identified by the reference character 109A.
  • the floor stops for the even number floors are fastened on the other side of the helix and are identified by the reference character 109B.
  • the floor stops 109A therefore trace a helical path known as the A lane while the floor stops 109B define the B lane. This purpose of this configuration is discussed below in connection with the notching switches mounted on the control head.
  • the clutch mechanism 67 includes clutch coils 111 and 113, and a clutch armature 115 pivoted around a pair of pivot rods 117 and prevented from dropping out too far by a stop screw 119.
  • An operating pin 121 which protrudes into an axial bore in the threaded shaft 49 is seated in a thrust bearing 123 mounted on the clutch armature 115.
  • An operating key 125 of a length somewhat longer than the diameter of the threadedshaft 49 is free to move axially in a longitudinal slot 127 in the threaded shaft 49 which communicates with the axial bore in which the operating pin 121 is inserted.
  • the length of the operating pin 121 is such that it does not exert a force on the operating key when the armature coils are deactivated. Ho'wever,-it is long enough so that when energization is provided to the armature coils and the armature is attracted to the clutch coils.
  • the thrust bearing 123 forces the operating pin 121 against the operating key 125 which in turn forces theadvan'ce gear 59 into engagement with the lip 62 on the clutch plate 61. Since the clutch plate 61 is rigidly connected to the threaded shaft 49, the shaft will rotate in the same direction as the advance gear 59. The threaded shaft 49 will carry with it the control arm 63 carrying the control head 65 and the cam 71.
  • control head 65 Since whenever the advance gear 59 is being rotated by the drive shaft, the synchronous gear is simultaneously being driven by the drive shaft in the opposite direction, the control head 65 will rotate in a direction opposite to the rotation of the helical carriage and therefore it will advance relative to any point on the helical path at twice the rate that the helical carriage moves relative to the control head when the clutch is disengaged.
  • FIGS. and 6 for detailed side and front views respectively of the control head, it can be seen that the control head is suspended from a horizontal end portion of the control arm 63.
  • a metal plate 129 is secured to the control arm 63 by four screws 131.
  • Two rear posts 133 are fastened vertically beneath the plate 129 at the two aft corners of the plate 129 by bolts 135.
  • Forwaro posts 137 are suspended by bolts 139 from the two front corners of the plate 129.
  • Two pawling coils, the left-hand coil 141 and a right-hand coil 143 as viewed in FIG. 6 are also suspended beneath the plate 129 by screws 145.
  • a left-hand armature 147 and a right-hand armature 149 are pivoted for movement below the left-hand and right-hand coils respectively. Reference to the detailed perspective view of the left-hand armature assembly shown in FIG. 7 will be helpful in understanding this portion of the control head mechanism.
  • the right-hand armature assembly is identical except it is in reverse.
  • the left-hand armature 147 has an extended portion which is bent downward to form a broadened pawl 151. Fastened along the lower left-hand edge of the armature 147 is a pivot member 155.
  • a shaft 157 passes through the pivot piece 155 and the rearward and forward posts 133 and 137, respectively.
  • a retaining ring 159 anchors the aft end of the shaft 157.
  • the washers 161 are placed on the shaft between the pivot 155 and the forward'and rear posts.
  • the forward end of the shaft 157 is received in a horizontal slot 163 in the forward post 137.
  • An angle 165 secured to the post by a bolt 167 confines the shaft 157 to the slot.
  • a spring 169 is connected to the shaft 157 and a stud 171 which is secured to the center of a rod 173 which is fastened to the forward post by nuts 175.
  • a similar spring 169 is fastened to the pivot shaft 157 for the right-hand armature and also to the stud 171. These springs bias the shafts 157 towards the bottom of their respective slots. This arrangement acts as a shock absorber to cushion the jolt when the pawl is engaged by the floor selector as will be seen later.
  • bolts 177 secure spring arm 179 to the pivot piece 155.
  • a bolt 181 protruding outwardly from the forward post 137 passes through a hole 180 on the upper projection of the spring arm.
  • a coil spring concentrically mounted on the bolt 181 outside of the upper projection of the spring arm is restrained by a cup washer 185 and nuts 187.
  • a spring 183 therefore biases the spring arm and consequently the armature 147 and paw] 151 into the position shown in FIG. 6.
  • energization of the pawling coil 141 will attract the armature 147 thereby rotating it in a counterclockwise direction around the shaft 157 against the force exerted by the spring 183.
  • a horizontal bracket 189 is secured to the back of the forward posts 137 by screws and lock washers 191. Secured to the bracket 189 by screws 199, are three double push switches 193, 195 and 197. The switches are arranged on the bracket 189 in a common arc with its axis at the center of the threaded shaft 49. Each of the switches is comprised of two independent switches having a plunger biased to an extended position wherein the circuit is completed through the switch. When the plunger is depressed the circuit is interrupted.
  • the switch 193 has a switch with a plunger 2018 and a second switch directly behind the first switch as viewed in FIG. 6 with the plunger identified by the reference character 201A.
  • the two lanes are obtained by bolting the floor stops for odd numbered floors on one side of the helical carriage and the stops for the even numbered floors on the other side of the helical carriage as shown in FIG. 2 and discussed above.
  • the plunger 2018 will be depressed by floor stops 1098 but will be unactivated by the floor stops 109A.
  • the plunger 205A will also be energized by the floor stops 1098 and will be uneffected by the floor stops 109A.
  • the plunger 201A will be activated by the floor stops 109A but not 1098. It can be appreciated then that with the helical carriage advancing in the counterclockwise direction as viewed in FIG. 4 that as a 1098 floor stop passes under the control head, it will depress the plungers 2018, 20313 and 205A successively.
  • a U-shaped bracket 213 is secured to the elbow of the control arm by screws 212 (see FIG. 2). As can be seen from FIG. 9, the U-shaped bracket supports a cam 215 with a sharp peak on it.
  • a second longer cam 217 is mounted parallel to the cam 215 by a bracket 219.
  • Two push switches 221 and 223 are supported by bracket 225 connected to the front support 41 so that their plungers are depressed by the cams 213 and 217, respectively when the control arm is in the vertical position. Since as will be seen below, the control arm is vertical only when the car is stopped exactly at a floor, the sharp peak on the cam 215 gives an accurate position of the car.
  • the cam 217 is elongated and will activate the switch 223 even when the control head is displaced angularly a substantial distance from the vertical. The signal thus generated can be utilized for such well-known purposes as preopening doors as the car approaches a landing.
  • a cover plate 27 can be utilized to enclose the mechanism. It fastens to the front plate 41 and the turned up edges of the bottom plate 39.
  • the bias signal is applied to the speed controller to initiate movement of the car.
  • the bias signal is applied linearly as a function of time to eliminate jerk and provide smooth acceleration.
  • the drive tape 9 rotates the sprocket 11.
  • the various components will rotate in the direction indicated by the arrows labeled with a U when the car is moving in the upward direction and in the direction indicated by the arrows labeled D when the car is traveling in the down direction.
  • the control head of course will only move in the direction indicated by the appropriately labeled arrow while it is advancing.
  • the helical carriage 47 will advance axially in a direction indicated by the appropriate arrow.
  • the synchronous gear 55 will remain in engagement with the pinion gear 36 on the drive shaft 35 as the helical carriage advances axially.
  • the threaded shaft 49 and therefore the control arm 63 carrying the control head will be rotated in the counterclockwise direction as viewed in FIG. 4.
  • the threaded shaft 49 will therefore cause the cam 71 to rotate in a counterclockwise direction as viewed in FIG. 9.
  • the shorter radius of the cam surface 72 presented to the cam follower 73 will cause the cam follower to rotate in a counterclockwise direction about the stub shaft 77 under the influence of the spring 76.
  • the segment gear 79 connected to the end of the cam follower adjusts the effective resistance of the potentiometer 83 through the gear 81 so that a smoothly increasing reference signal of proper magnitude for travel in the up direction will be delivered to the speed regulator.
  • the cam 71 With the control head in the horizontal position, the cam 71 remains stationary and the potentiometer remains set as the position which generates the maximum desired reference signal for the up direction. The car will therefore proceed upward at constant speed.
  • the control head which represents the elevator car was advancing it was moving relative to the floor stop, which represents the position of the landing in the hatchway, at twice the rate at which the car was actually leaving the landing. Therefore the position of the control head relative to the floor stops represents the advance position of the car.
  • the floor stop 1093 in the B lane will pass under the control head. Since the car is not to stop at the second floor, the pawls 151 and 153 will remain retracted and will therefore not engage the floor stop. However the floor stop will momentarily depress first the plunger 205A then 2038 and finally'201B as it passes the now stationary contrcfliead. Interruption of the circuit between the terminals AL and L- will have no effect on the floor selector of the Kirsch application at this time. Similarly, the interruption of the circuit between the P+ and P- terminals by depression of the plunger 203A has no effect on the system at this time.
  • the output of the control mechanism takes the form of a device for setting the effective value of the potentiometer as discussed above, numerous variations are possible. Referring to FIG. 10, it can be seen that the potentiometer is replaced by a reactor having a U-shaped core 251 on which are mounted two coils 253 and 255. A cam 257 varies the reluctance of the magnetic circuit through the core in accordance with the angular position of the threaded shaft 49. As in the preferred embodiment, the output of this configuration is in the form of an electrical signal.
  • an arm 295 made of nonmagnetic material, preferably aluminum. Also connected to the crossbar of the H is a C-shaped permanent magnet 297.
  • a conductive disc 299 is mounted for rotation in the gap in the C-shaped permanent magnet 297.
  • the disc 299 may be connected directly on the shaft of the elevator drive motor or connected to the drive sprocket 11. In any event, the disc 299 is rotated at a speed proportional to the actual speed of the car in the hatchway.
  • transducer armature 301 Connected to the free end of the arm 295 is a transducer armature 301 which is composed of a magnetic material.
  • the transducer armature is free to move in the gap in the U-shaped cores of transformers 303 and 305.
  • Wound on one leg of the U-shaped core 307 of the transformers 303 is a double primary winding 311.
  • double primary 315 is wound around one leg of the U-shaped core 309 of transformer 305 while the secondary coil 305 (not shown) forms the secondary of this transformer.
  • a U-shaped support 319 a stop 321 to limit the travel of the arm in a clockwise direction as viewed in FIG.
  • a pair of brackets 327 secures the transformers to the support 287.
  • a bias bar 337 made of magnetic material is connected to the arm 295 adjacent the bias coils.
  • the push rods 275 and 277 In following the movement of the cam follower 259, the push rods 275 and 277, in cooperation with the springs 289, deflect the upper legs of the H-shaped spring mount 283. This causes the arm 295 to displace the transducer armature further in the same direction. As the car begins to move, the disc 299 rotates in synchronism therewith. Eddy currents induced in the conductive disc 299 by the permanent magnet 297 exert a deflecting force on the magnet thereby also tending to deflect the position of the arm. The deflection caused by the forces acting on the permanent magnet tend to deflect the transducer armature in the opposite direction from that induced by the push rods 275 and 277.
  • the push rods could be replaced by a voice coil mounted on the arm 295 in the vicinity of the bias bar 337.
  • a pattern signal could be applied to the drag magnet regulator in the form of an electrical signal proportional to the setting of a potentiometer as in the preferred embodiment of the invention or the reactance of a reactor as in the embodiment disclosed in FIG. 12.
  • a reference signal pattern generator adaptable for use with a speed control system including a nonmovable element, a movable element mounted for movement relative to the nonmovable element and a speed regulator operative to regulate the speed of the movable element in accordance with a speed reference signal generated by the reference signal pattern generator, said pattern generator comprising a movable member movable in a first direction from a neutral position in synchronism with the movable element as said movable element begins to move in a first direction, means connected to' the movable member to generate said speed reference signal as a function of the displacement of said movable member from the neutral position, limit means for limiting the displacement of the movable member from the neutral position to a position corresponding to a predetermined maximum speed reference signal, and means for engaging and moving said movable member in a second direction opposite to said first direction in synchronism with the movement of the movable element in its first direction to return said movable member to the neutral position, thereby slowing down the' movement of the movable member
  • the reference signal pattern generator of claim 1' wherein the movable member moves in the second direction from the neutral position when said movable element begins to move in a second direction, wherein the speed reference signal generated when the movable element is displaced in said second direction from the neutral position is opposite in polarity to the signal generated when the movable member is displaced in the first direction from the neutral position and including means for engaging and moving said movable member in the first direction in synchronism with the movement of the movable element in its second direction to return said movable member to the neutral position when it is desired to stop the movement of the movable element in thesecond direction.
  • the reference signal pattern generator of claim 2 including bias means for generating an initial speed reference signal of the proper polarity to cause the speed'regulator to start the movable element moving in the desired direction.
  • a speed pattern generator adaptable for use in an'elevator system including a structure having a plurality of floors, an' elevator car mounted for movement relative to the'structure to serve the landings and a speed'regulator for controlling 'thespeed of the elevator car in response to a speed pattern signal generated by the speed pattern generator, said speed'pattern generator comprising a first movable member movable in synchronism with the elevator car, a secondmovable member movable from a neutral position in synchronism with the car in a direction opposite to the movement of the first movable member along a path parallel to and in close proximity tothe' path of the first movable member as the elevator car begins to move, pattern means for generating a speed pattern signal as a function of the displacement of the second movable member from said neutral position and stopping means'for'couplir'tgsaid second movable member to said first movablem'embe'r for movement thereby so that saidsecond movable:member'is' returned to said neutral position effecting
  • the speed pattern generator of claim 4 including -limit means operative to limit the displacement of the secondrnova ble member from the neutral position.
  • the speed pattern generator of claim 5 including: bias means for producing an initial speed pattern signalsufi'rc'ie'rit to cause the car to begin moving;
  • stopping means includes floor stops distributed alongthe'firstfmovable member at points proportional to the position-ofthe floors relative to the structure, said stopping means. also' including a retractable pawl mounted on said secondmovable" member and movable between a retracted positionwh'ere'in said pawl is not engaged by the floor stops on the first'movable member during relative movement of the two movable 'm'em hers and an extended position wherein the pawl is engaged by the floor stops whereby said second movable member is returned to the neutral position by the first movable member as it moves in synchronism with the elevator car.
  • said first movable member is generally cylindrical in form and is mounted for compound rotational and axial movement in synchronism with the elevator car, said floor stops being mounted in the helical path traced on the curved surface of the cylindrical form as the first movable member moves relative to the neutral position of the second movable member, said second movable member being in the form of an arm pivoted for movement about the axis of the first movable member with a control head carrying the pawl extending parallel to the axis of the first movable member from the end of the am and positioned relative to the first movable member so that the floor stops pass in close proximity to the control head as the first movable member is driven in synchronism with the elevator car.
  • the speed pattern generator of claim 8 wherein the first movable member is a helix, wherein the arm is fixedly attached to a threaded shaft passing through the axis of the helix, the thread having the same pitch as that of the helix and wherein the helix is threadedly engaged by said shaft whereby as said helix is rotationally driven in synchronism with the.
  • the helix moves axially with respect to the control head causing said floor stops to successively pass in close proximity to the control head.
  • the speed pattern generator of claim 9 wherein said helix is rotationally driven by a driving gear concentrically mounted on one end of the helix, and a drive shaft which is rotated in synchronism with the movement of the elevator car and is mounted parallel to the axis of the helix, said drive shaft having evenly spaced longitudinal teeth around its periphery for a substantial length forming an elongated pinion gear which meshes with said driving gear whereby said driving gear remains in mesh with the drive shaft as the helix threadedly advances longitudinally on the threaded shaft.
  • said pattern means includes a cam connected to the threaded shaft, a cam follower biased against said cam, and a transducer operative to generate an electrical signal with an amplitude which is a function of the displacement of said cam follower.
  • said pattern means includes a cam connected to the threaded shaft, a cam follower biased against said cam, and means connected to said cam follower for applying a force to the arm of a drag magnet regulator, said force being proportional to the displacement of the cam follower.
  • the speed pattern generator of claim 11 including means responsive to the limit means to disengage said clutch means when the arm has advanced to the position correspond,
  • the speed pattern generator of claim 15 including two pawls connected to the control head, the first pawl being operative when extended to engage a floor stop on the helix and thereby return the arm to the neutral position when said arm has been displaced in the first direction for the neutral position and the second pawl being operative when extended to engage a floor stop on the helix and thereby return the arm to the neutral position when said arm has been displaced in the second direction from the neutral position, the stopping means including means to operate the pawls to the extended position when the elevator car is to be brought to a stop.
  • the speed pattern generator of claim 16 including switch means mounted on said control head and operative to produce signals as said floor stops on the helix pass under said control head and control means responsive to said switch means for effecting control of the elevator car.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Invalid Beds And Related Equipment (AREA)
  • Elevator Control (AREA)
US817789A 1969-04-21 1969-04-21 Motor control mechanism Expired - Lifetime US3554325A (en)

Applications Claiming Priority (1)

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US81778969A 1969-04-21 1969-04-21

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US817789A Expired - Lifetime US3554325A (en) 1969-04-21 1969-04-21 Motor control mechanism

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US (1) US3554325A (fr)
BE (1) BE749270A (fr)
FR (1) FR2046299A5 (fr)
GB (1) GB1283162A (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3687236A (en) * 1971-06-11 1972-08-29 Westinghouse Electric Corp Elevator control device
US6066932A (en) * 1998-07-06 2000-05-23 Fetzer; Fred Motor reversal protection apparatus
US9136749B1 (en) * 2012-09-28 2015-09-15 John M. Callier Elevator electrical power system
CN108792851A (zh) * 2017-05-03 2018-11-13 通力股份公司 电梯中的控制器部署
WO2020029451A1 (fr) * 2018-08-08 2020-02-13 圆古有限公司 Appareil ascenseur portable
CN113414769A (zh) * 2021-07-15 2021-09-21 中国科学院长春光学精密机械与物理研究所 柔性六自由度运动平台保护方法
CN114772408A (zh) * 2022-06-16 2022-07-22 新沂慧科智能科技有限公司 利用电动机控制电梯的方法、系统、存储介质和电子设备

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3051267A (en) * 1959-08-10 1962-08-28 Toledo Scale Corp Elevator control
US3433326A (en) * 1965-10-13 1969-03-18 Otis Elevator Co Elevator control system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3051267A (en) * 1959-08-10 1962-08-28 Toledo Scale Corp Elevator control
US3433326A (en) * 1965-10-13 1969-03-18 Otis Elevator Co Elevator control system

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3687236A (en) * 1971-06-11 1972-08-29 Westinghouse Electric Corp Elevator control device
US6066932A (en) * 1998-07-06 2000-05-23 Fetzer; Fred Motor reversal protection apparatus
US9136749B1 (en) * 2012-09-28 2015-09-15 John M. Callier Elevator electrical power system
CN108792851A (zh) * 2017-05-03 2018-11-13 通力股份公司 电梯中的控制器部署
CN108792851B (zh) * 2017-05-03 2022-04-12 通力股份公司 电梯中的控制器部署
WO2020029451A1 (fr) * 2018-08-08 2020-02-13 圆古有限公司 Appareil ascenseur portable
CN113414769A (zh) * 2021-07-15 2021-09-21 中国科学院长春光学精密机械与物理研究所 柔性六自由度运动平台保护方法
CN114772408A (zh) * 2022-06-16 2022-07-22 新沂慧科智能科技有限公司 利用电动机控制电梯的方法、系统、存储介质和电子设备

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Publication number Publication date
BE749270A (fr) 1970-10-01
GB1283162A (en) 1972-07-26
FR2046299A5 (fr) 1971-03-05

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