US1268110A - Hydraulic elevator. - Google Patents

Description

F. C. FURLOW.

HYDRAULIC ELEVATOR.

APPLICATION FILED Nov. 5. IsIs.

l ,268, 1 l 0., Patented June 4, 1918.

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A T TOR/VE Y IF. c. FuHLoW.

HYDRAULIC {LEV/MR.

APPLICATION FlLED NOV.5. 1915.

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3 SHEETS-SHEET 2- A TTOH/VEI/ Patented Juno 4, 1918..

L F. c. FURLow. HYDRAULIC ELl'V/TOR.

APPLICATION FILED NOV. 5. 1915. 1-2568J l0.

Patented June 4, 1918..

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nnmlmlll-A iii /1 T TOR/VE y FIVAOYD C. FURLOW, 0F MONTCLAIR, NEW JERSEY, ASSIGN OR TO OTI ELEVATR COM- PANY, 0F JERSEY CITY, NEW JERSEY, A CORPORATION' 0F NEW JERSEY.

HYDRAULIC ELEVATOR.

Specification of LettersPatent.

Application led November 5, 1915. Serial No. 59,737.

To all whom t may concern:

Be it known that I, FLOYD C. FURLow, a citizen' of the United States, residing in Montclair, in the county of Essex and State of New Jersey, have' invented a new and useful Improvement in Hydraulic Elevators, of which the following is a specification.

My invention relates to elevators, and more particularly toV an improved system control for hydraulic elevato'rs.

One of the objects of the invention is to provide in conjunction with a hand rope controlled hydraulic elevator, auxiliary apparatus operable independently of the hand rope operation, automatically to control the elevator carto effect an exact landing.

Another object is to provide a simple and practical means for .automatically overcoming any tendency' of the elevator car to crawl or creep away from the floor landing.

Other' objects will appear more fully hereinafter', the novel combinations of elements .and arrangement of parts being set forth in the appended claims.

In the accompanying drawings, Figure 1 illustrates a mechanically controlled hy dra ulic elevator system, together with my improved. automatic car leveling system; Fig. 2 illustrates partly in section, a detail view of a pilot valve controlled differential main valve, together with certain other parts; Fig. 3 illustrates auxiliary controlling valves, and Figs. land 5, illustrate detail views of certain of the elements controlling the main valve.

The elements illustrated in the various figures will irst be designated, and certain of the parts thereafter describedmore in detail.

An elevator car C, counterweight W, plunger P, plunger cylinder P', a differential main valve V, a pilot valve V', a mechanical connection A between the main and pilot valves, a hand rope B, operable by a car lever L, to actuate a valve sheave C',

and a link connection A between the connection A and sheave C', are well known parts having well known functions.

A supply or pressure pipe l, and a discharge pipe 2, connect the apparatus with a source ot' water under pressure for supply,

, and a suitable receptacle for exhaust'of the Huid. t

A pipe 1' supplies pressure to the pilot valve Y', a pipe 3, connected to the main valve, serving as a to and from pipe.

A stand rope Ll, arranged at a bevel at the limits of car travel, controls an automatic limit stop cut-oli' valve V", the valve being automatically centered from an operated to a normal position as shown, by means of a centering device 5. The stand rope A operates through one or the other of a pair of sheaves 6, 6', according as to Whether the car is at a top or bottom limit, to actuate a set of gears'7, 7', the latter gear being connected to the valve V", by means of an arm 8, One end of the rope 4C is fixed at 9, thence forms a bevel by passing around an idler 10, thence passing downwardly and around the sheave 6 in a right hand direction, thence around idlers 10', to form a loop containing the centering device 5, thence around idlers 10" and around sheave 6' and thence upwardly to form a bevel at the lower limit of car travel, its other end being fixed at 9'.

Coming now more particularly to the apparatus employed for automatically eiiecting an exact car landing, it comprises a pair of valves D, D', a set of standing ropes 1l, 11', independently controlling each valve, two sets of rope actuating or kinking de vices, the devices forming the two sets being designated E and E', and a cam G, on the elevator car, controlling the rope-kinking devices.

The valve D is adapted to by-pass fluid from the plunger cylinder by way of a pipe 12, a pipe 13, common to both the valves, valve D, and thence by way of pipe 16 to the exhaust pipe 2. The valve D' is adapted to by-pass pressure to the plunger eylinder, by way of pipe 14, valve D', and thence by way ot' pipes 13 and 12 to the plunger cylinder.

It will be seen thus far, that the by-pass valves D. D', serve as an auxiliary means to control the down and up direction of car travel respectively.

The valves D, D' are maintained in a normal closed position by means of springs 15, acting on the valve stems, these springs also acting to keep the standing rope 11. 11', taut. Thr` ropes 11 and 11' are connected at one end io the valves, D, D', respectively, the ropes extending vertically to the top of the hatchway, whereat their other ends are fixed as at 16.

Patented J une A, 19918.

The two sets of rope-kinking devices are fixed in the elevatorfhatchway, the sets designated E and E being common to the auxiliary valve operating ropes 11 and 11',

respectively. It will be noted that there is one cable-kinking device of each set at each door, the lowermost devices at the floors comprising the set E and the uppermost devices at the lioors comprising the set E. These devices are similar in construction, each one comprising a bracket 27, provided with a pair of spaced rollers 17, these rollers bearing on one side of the cable, and an additional roller 18, bearing on the opposite side of the cable, the roller 18 being supported for transverse movement in a slot 19 formed in the bracket 16.

The cam G is mounted on the elevator car, it being controlled by the car lever L, through a connection 20. The cam G is adapted to coact with the rollers 18, associated with both sets of rope-kinking devices E, E', the cam being operable to actuate the rollers 18, only when the car lever is in its normal or center position as shown in Fig. 1, the cam being withdrawn or retracted, by movement of the carlever in either direction off center so as not to actuate the rollers 18.

The operation of the various parts through a complete cycle of operation will now be given: Assume for example, the elevator car at the first Hoor, it being desired to ascend to the third floor landing, whereat the car is illustrated in Fig. 1. For this operation, the car lever L is moved in a right hand direction, moving the pilot valve V downwardly. This movement of the valve, admits pressure into the upper chamber 21 of the main valve, by Way of pipe 1 valve V, and thence to the chamber 21. The differential action of thegfluid in the main valve chamber 22, now eiccts a movement of the main valve piston downwardly, thereby connecting the pressure pipe 1 with the plunger cylinder P, the passage of fluid being from the pipe l, to an exterior chamber 23 in the valve chest 24, by way of a port opening 25, and thence to the plunger cylinder P, by way of a to and from pipe 26. Fluid pressure now being admitted to the plunger cylinder P', effects a movement of the car in an ascending direction. This operation of the car lever L moves the cam G to an inoperative position so as not to engage the rollers 18 associated with the rope kinking devices, and in this way the auxiliary by pass valves remain inoperative, during the travel of the car, and only so long as the car lever remains o' center. Now as the car approaches the third floor, the elevator car is stopped, by centering the car lever, and in this way the main and auxiliary valves are centered or returned to normal position.

' Here it will be pointed out that the control of a hydraulic elevator requires considerable skill and accuracy on the part of the car operative, in stoppin the elevator car at an exact level with the oor landing, this being so on account of the varying load and speed conditions of the elevator car. It is a common fault for the operative in stopping the car to center the car lever, either too soon or too late, thus the elevator ear will for varying loads and speeds overrun or underrun the landing. In this event the operative then resorts to. what is commonly termed an inching operation to bring the car exactly level with the landing, this operation involving loss of time, and waste of power. Now it is the function of the auxiliary apparatus Vherein provided to automatically effect an exact car landing in case the car operative centers the lever and stops the car some distance either above or below the desired landing this operation being as follows: We will assume now for example, the car operative centers the car lever too soon, in which event the elevator car is brought to a stop some distance below the third floor. The device E is set relatively with the floor landing to meet this contingency, its roller 18 now having been engaged vby the cam G which is now in operative position, by reason of the car lever being centered, and moved transversely in the slot 19, this kinling the Astanding rope 11. In this manner the auxiliary valve D is moved upwardly, thus bypassing fluid pressure to the plunger cylinder P by way of the pipe 14, valve D, and thence by way of the pipes 13 and'12 to the plunger cylinder P. Fluid pressure now being admitted to the plunger cylinder, effects a movement of the elevator car in an ascending direction, and at an approximated slow speed. Now when the elevator car floor comes exactly level with the third floor landing, this by-pass connection is instantaneously cut-ott' by reason of the disengagement of the cam 'Grl from the roller 18, the spring 15 acting to return the valve D to its normal position. In this manner it is seen that the elevator car is controlled automatically to effect an exact landing, it being noted that this operation is entirely independent of the car lever operation and of the car speed. In the event of the car ascending, and overrunning the landing, the cam G in this event engages the roller 18 associated withl the device E, thus kinking the rope 11 and actuating the valve D. The valve D being operl the valve D is instantaneously cut off by reason of the disengagement of the cam G from the roller 18, the spring 15 acting to return the valve D to its normal position. In this manner the elevator car is controlled automatically to stop at an exact level with the floor landing, in the event of the ascending car overrunning the desired landing.

In the event of a descending car overrunning or underrunning the desired landing, the devices operate in the same manner as just described, automatically to eii'ect an exact car landing.

Now as is well known, there exists in a hydraulic elevator system, particularly around the valves, or piston, on in both, always more or less leakage. This leakage as is Well known permits the elevator car to creep, or settle below the floor landing, this occurrence being most annoying as Well as dangerous. Now it will be seen that it is an inherent feature in this invention to overcome this tendency and maintain the car at the exact floor landing. This is so, for the reason that so soon as the car starts to settle' l the lvalve D is actuated automatically by the rope 11 through the coaction of the car G, with the roller 18, and thus the car is caused automatically to ascend and stop directly at a level with the landing, this operation being effected in a manner as heretofore described.

Thus at each of the floor landings, the devices E and E control the valves D and D to automatically effect an exact car landing in the event ofthe car lever being centered and the car underrunning or overrunning a particular landing at which it is desired to stop.

For a descending direction of car travel, the car lever is actuated in a left hand direction actuating the pilot valve, the latter controlling the main valve in a Well understood manner to cause the car to descend.

Coming now to the operation of the automatic cutoffl valve V controlled by the elevator car through the rope system, Vthe same will now be described. As the car approaches the upper limit of travel, the roller Q6 carried on the top thereof, engages t-he stand rope 4. The rope 4 is now actuated to rotate the pulley 7 in a counter clockwise direction, the pulley in turn actuating the set of gears 7 through a pin and lug connection 28, between the pulley and one of the lgear wheels. The gears are now rotated in a direction to effect an upward movement. of the slide valve V, the latter, closing the fluid connection between the pressure pipe and the plunger-cylinder P at the port opening In this vmanner the supply pressure is cut ofil and the car automaticallyV stopped at the upper limit of travel independently of the car lever L.

The roller 26 disengages the bevel rope 4 as the car starts to descend, the centering device 5 now acting automatically to restore Ythe valve V to its normal or center position.

As the car approaches the lower limit of travel, the roller 26 carried thereon engages the bevel rope 4, causing the same to rotate the pulley 6 in a clockwise direction, thereby actuating the gears 7, through a pin and lug connection 27 to effect a downward movement of the valve V. In this way the valve V closes the escape of fluid from the plunger cylinder I to the exhaust pipe 2 at the port Q5 thus automatically bringing the elevator car to a stop independently of the car lever operation. The roller 26 disengagcs the bevel rope 4 as the car starts to ascend the centering device 5 acting automatically to restore the valve V to its normal or center position.

The present invention succeeds in a most practical and simple manner in overcoming defects long existing in `the control of h vdraulic elevators. By its employment skilled car operators are not necessitated, and the users of trucks, etc., on freight elevators, may without annoyance. more readily move the trucks on and 0H the elevator car.

Those skilled in the art may make obvious changes in the details of construetion and arrangement of parts without departing from the spirit and scope of the invention. I wish therefore not to be limited to `the precise details and arrangement of 100 parts as herein illustrated and described.

lVhat I claim is new and desire to secure by Letters Patent of the United States is 1. In a hydraulic elevator, the combination of a car, motive means for the car, controlling mechanism for the motive means. and means positioned at predetermined points in the path of travel of the car, engageable by the car automatically to efi'ect operation of the controlling mechanism to n@ control the motive means to raise and lower the car.

2. In a hydraulic elevator. the combination of acar, motive-means for the car. controlling mechanism for the motive means. and means positioned at predetermined points in the path of travel of the car, engageable by the car automatically to effect operation of the controlling mechanism to raise and lower the car. and means to effect operation of the controlling mechanism to control the motive means to stop the car when the car disengages the said second named means.

3. In a 'hydraulic elevator, the cmbina- 125 tion of a car, motive means for the car, controlling mechanism for the motive means, means positioned at. predetermined points in the travel of the car, operatively connected to the controlling mechanism, and

a cam operable by movement of the car to actuate the said lmeans to effect operatlon of the controlling mechanism to control the ,motive means to raise and lower the car.

` each landing to the controlling mechanism operable by the car to operate the controlling mechanism to control the hydraulic motor to raise or lower -the car, level with the landing.

6. In a hydraulic elevator system, the combination with the ca r, a hydraulic motor, a main controlling valve, and auxiliary mechanism controlled from each landing by thev car, to control the hydraulic motor to raise or lower the car.

7. In a hydraulic elevator, the combination with the car, a hydraulic motor, a controlling valve, auxiliary controllingr mechanism, and means at each landing connected to the auxiliary controlling mechanism and actuated by the car to control the auxiliary controlling mechanism to control the hydraulic motor to raise or lower the car level with a landing.

8. In an elevator, the combination of a car, motive means for the car, controlling mechanism for the motive means, means positioned at predetermined points in the travel ofthe car, operatively connected to the controlling mechanism, and a cam on the car to actuate the said means to operatev the controlling mechanism to control the motive means to raise or lower the car to a level with a landing.\

9. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary by-passin means, a standing cable connection to the y-passing means, and means operable by the car to actuate the cable to control the auxiliary means to eilect movement of the car level with the landing.

10. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, an auxiliary valve, a standing cable connected to the auxiliary Ivalve, a car lever, and means controlledthereby for actuating the cable.

11. In a hydraulic elevator, the combination ot' the car, a hydraulic motor, a main valve, a car lever controlling the valve, an auxiliary valve, a standing cable connected therewith, and means for actuating the cable only with the car lever in inoperated position.

12. In a hydraulic elevator, the combina.-

hydraulic motor to bring the car level with the said landing. Y

14. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valvecontrolled from the car, means independent of the main valve controlling the motor, and purely mechanical means at each floor dependent on the car overrunning or underrunning a landing automatically controlling thet said independent means automatically to eiect an exact car landing.

15. In a hydraulic elevator, the combination of the car, a hydraulic motor, a valve controlled from the car, means independent of the valve controlling the motor tovmove the car, a cable connected to the said means,

and cable actuating means controlled by the car.`

16. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary means for by-passing fluid to and from the motor, standing cables connected with said means, and means operable by the car overrunning' or underrunning alandin to actuate the cables.

17. n a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary valves for independently by-passing Huid to and from the motor, an independent cable connection for each valve, and car controlled actuating means for the cable connections.

18. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary valves for independently by-passin iiuid to and from the motor, and car contro led connections dependent'on the car overrunnin or underrunning the landin automatica ly to control the auxiliary va ves.

19. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary valves for independently1 tion of the car, a hydraulic motor, a main 4 valve, auxiliary valves for independently by-passing Huid to and from the motor, independent standing cables connected to the auxiliary valves, and means dependent on the car overrunning or underrunning a landing, for actuating the cables.

21. In a hydraulic elevator, the combination of the car, a hydraulic motor, a main valve, auxiliary valves for independently bypassing iiuid to and from the motor, independent standing cables connected to the auxiliary valves, and means for actuating tli'e cables independently in the event of the car overrunning or underrunning a landing automatically to eect an exact car landing.

22. In a hydraulic elevator, the combination of the car, a number of landings, a hydraulic motor, a main valve, auxiliary valves for by-passing fluid to and from the motor, independent standingcables connected to the auxiliary valves, and cable actuating devices at each landing operable in the event of the car overrunmng or underrunning a desired landing automatically to effect an exact car landing.

23. In a hydraulic elevator, the combination of the car, a number of landings, a hydraulic motor, a main valve, auxiliary valves for by-passing iiuid to and from the motor, independent standing cables connected to each auxiliary valve, a car lever, a cam on the car controlled by the car lever, and means at each landing coacting with the cam independently to actuate the cables to effect an exact car landing.

24. In a hydraulic elevator, the combination with the' car, a controlling valve, auxiliary by-passing means, and means to operate the auxiliary means by the car comprising a standing flexible element.

25. In a hydraulic elevator, the combination with the car, a hydraulic motor, a controlling mechanism therefor, and means comprising standing cables automatically controllable from each Hoor to operate the controlling mechanism to control the hydraulic motor to raise or lower the car level with a landing.

26. In a hydraulic elevator, the combination with the car, a controlling valve, aexible member, and car controlled' means at each landing to operate the ilexible member to open the valve.

27. In a hydraulic elevator, the combination With the car, a controlling valve, and means automatically to open the valve comprising a flexible element connected to the valve, said element being controllable at each landing by the car.

28. In a hydraulic elevator, the combination with the car, controllin valves, standing cables to operate the va ves, and means automatically 'to operate the cables to control the valves to effect the raising or lowering of the car level with the landing.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing Witnesses.

FLOYD C. FURLOW.

Witnesses:

JESSE H. VAN ALLsrrYNE, M. BALDWIN.

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