US651508A - Elevator safety stop device. - Google Patents

Description

No. 651,508. Patented June 12,1900.

T. LARSSUN. I

ELEVATOR SAFETY STOP DEVICE.

Aia liuaticn Med Nov. 10, 1899.1

(No Model.) 3 Sheets-Sheet l.

I A n\Q 11111111111: Z

INVENTOR.

Wafer/44m &

WITNESSES.

m: mam PUERS ca, worourna. wuamnmw. n. c.

No. 65!,508. Patented lune l2, I900. T. LARSSUN.

ELEVATOR SAFETY STOP DEVICE.

(Applicati'qn filed Nov 10, 1899.)

3 Sheets-Sheet 2.

(No Model.)

/NVENTOR.

WITNESSES;

THE NORRIS rncns c0. moroumou wumnm'on, n. c

No. 65l,508. Patented June I2, I900.

' T. LABS-SUN.

ELEVATOR SAFETY STOP DEVICE.

(Applicatiop md Nov. 10, 1599.

3 SheetsSheet 3.

(No Modl.)

m: "031mg wcrcns conmcm umm wAsuincmu. n. c..

STATES PATENT ICs ELEVATOR SAFETY STOP DEVICE.

SPECIFICATION forming part of Letters Patent No. 651,508, dated June 12, 1900.

Application filed November 10, 1899. Serial No. 736,463. (No model.)

To all whom it may concern:

Be it known that I, THURE LARSSON, a subject of the King of Sweden and Norway, and a resident of the city of WVorcester, county of Worcester, Commonwealth of Massachusetts, have invented certain new and useful Improvements in Elevator Safety Stop Devices, of which the following is aspecification.

Myinvention relates to mechanism for antomatical 1y stopping an elevatorcar or other moving bodyat the ends of the run or at any other predetermined point.

The chief object of my invention is to provide a positive and reliable operating device which will serve to stop an elevator-car automaticall y and gently at the proper point, and thus prevent the possibility .of an accident.

The other objects of my invention will be seen from the following description.

Although my device is applicable to elevators of any type, I have shown it applied to the direct-plunger type of the hydraulic elevator. In elevators of this type the so-called safety-stop, which is automatically operated at the ends of the run to stop the carindependently of any manipulation by the op.- erator, consists of one or more valves, usually called safety stop-valves, operating on the supply and discharge and independent of the main controlling or pilot valve.

My invention lies in the means for operating these valves or any other safety stop device; and it consists of the'particular combination and arrangement of parts, as will be hereinafter more fully set forth.

Figure 1 is an elevation of a direct-plunger hydraulic elevator, showing my device applied to the stop-valves. Fig. 2 is an elevation, with detail partlyin section, of a modification of my invention as applied when a single stop-valve is used. Fig. 3,4, and 5 are elevations of other modifications of my invention.

In the drawings like parts in the different figures are denoted by the same letters.

The elevator car, plunger, and cylinder are indicated, respectively, by A, B, and O. The supply-pipe S and the discharge-pipe E lead to the main controlling or pilot valve P, connected with the cylinder by the pipe L. The stop pin gand starting of the elevator at the will of the operator is effected by a controlling device in the car connected with the main valve P, which is not shown.

Referring now to Fig. 1, the stop-controlling devices operated automatically by my invention are the safety stop-valves D and D, located, respectively, in the supply and discharge pipes. Their construction is such that the water-pressure on their pistons 'is balanced, as will be seen from a glance at the sectional view of the valves in this figure. The valves are each opened and closed by reciprocating the outer ends of the respective levers a 1) down and up. Normally, however, they are held open by means of the weights 0 d, applied near the outer ends of the respective levers. Closing the valve D while the car is going up or closing the valve D While the car is going down cuts off the flow of water and stops the car independent of the main valve. Automatic operation of these valves near the ends of the run prevents the possibility of accident which might result from allowing the elevator to run too far in either direction.

The valve Dis shown in open position and the valve D in closed position, which is the case when the elevator is at the lowest point of the run. Alternate positions of the valves are effected at the top of the run, and both valves are open when the elevator is not at or near the ends of the run. V

To effect the automatic closing of the supply safety stop-valve D, a flexible connection or rope e is suspended or run in the well-room from the eyebolt g, fixed near the top, over theadjacent grooved pulley or roller h, thence downward at an angle to the plunger. andrun of the car, over a pulley 1., journaled on the car, and is connected near the bottom of the well-room with the lever a. The weight 0 upon this lever keeps the rope taut and the valve normally open.

To effect the automatic closing of the discharge safety stop-valve a rope f is suspended from the eyeboltj near the top of the wellroom, then run overthe pulley 7c, journaled on the car, then at an angle with the plunger and run of the car to the stationary pulley Z near the bottom of the well-room, and is connected to the end of the lever 19. The pulleys k and '11 are carried by the car in vertical parallel paths. The ropes being run at an angle to these paths are deflected by the pulleys 011 the car over which they run. The rope e, which but for its engagement'witli the pulley t would run from the pulley h in the shortest valve.

line to the lever a, is drawn away from this line as the car ascends, making it follow two sides of a triangle, of which the third is the shortest path from the pulley h to the lever a. It will be apparent, however, that as the car starts from the bottom the rope e is defiected very slightly, and until the car nears theupperend of the run the deflection is unappreciable in its action upon the valve, particularly as the valve is constructed with a somewhat-larger opening than the pipe S and as the valve accomplishes its closure with comparatively-slight movement after the piston X nearly reaches the valve-opening. As the car arrives within a few feet of the top or near the point where the rope may be fastened or permanently held from deflection the deflection of the rope takes place at a greatly-in creasing ratio, and the valve-lever, which has been moving at a constantly-increasing speed, though through only an ineffective distance until near the end of the run, is now moved quite rapidly, (in fact, at about the same speed as the car,) closing the valve and cutting off the water with such speed and evenness that the car is brought quickly and gently to rest. The dotted lines show the position of car, ropes, and valve-levers when the elevator is at the top of its travel or run. In descending a similar closure of the valve D is effected by the pulley 7a.

The modification which I have shown in Fig. 2 illustrates the application of my device to a single stopvalve. This valve D is situated in the pipe between the main valve and the cylinder 0. The rope m in this case is fastened at the top and side of the well to an eyebolt g and runs over the pulley 7L2, thence between the pulleys k i on the car and over a pulley Z near the bottom of the well on the other side of the path of the pulleys on the car from the pulley 7L2. It is then connected with the lever (0 The full-line view shows the position of the apparatus when the car is at the bottom of the run, the left-hand upper dotted-line view the position when the car is at the top of the run, and the middle dottedline the normal position of the rope when the car is at the middle of the run. When the car is at this middle position, it will be seen that the rope is deflected the least and the lever a will be at its lowest and dotted-line position. \Vhen, however, the car moves either up or down from the middle position, the rope begins to be deflected, slightly at first, as in case of Fig. 1; but as the car nears the end of its upward or downward run more rapidly, finally closing the As the valve is situated between the main valve and the elevator, its closure prevents the flow of water either to or from the elevator-cylinder. This being the case,when

the valve is automatically closed, as above described, the opening of the main valve to start the elevator away from its extreme position,where it was stopped by the operation of the safety-valve, would not effect its purpose without some auxiliary device. This is provided by the by-pass K, which allows the water to flow in a sufficient volume for starting in the direction opposite to which the safety-valve has cut it ott. This by-pass is shown in section in Fig. 2 and consists of two check-valves adapted to be alternately lifted from their seats by the stems p q, operated by the rocking-beam lever a", as shown. In order to operate this lever r at the proper time, it is connected by the rod sto the rocker t. This rocker t is provided with two grooved rollers LL and a, adapted to lie on either side of the rope, and is pivoted to the side of the wellin this case to the shaft of the pulley P. Then the elevator-car is at the bottom of the run, as shown, the rocker is in thefullline position of the drawings, the lever is pushed down to its lowest position, and the valve 01 lifted by thestem p. This allows the admission of water by the main valve through this valve to the elevator, and the elevator may thus be started, while at the same time the valve 0 prevents the flow of water in the opposite direction. \Vhen the elevator-car is at the top of the run, with the safety-valve again closed, the rocker has been moved by the rope, which has been deflected, effecting the closure of the safety-valve to its dottedline position, and the valve 0 is lifted by the stem (1, allowing water to be discharged from the cylinder when the main valveis operated and the elevator'car to be started down.

'Fig. 3 shows a modification in the rope arrangemen t. The fixed ends of the ropes a: y are fastened to the eyebolt g near the middle of the run, or a singlerope may be used and held at The section for controlling the downward stop is run at an angle to the path of the car over the pulley Z near the bot-tom of the car-run, and is then connected with the valve-lever D The upward-stop section of the rope is run at an angle to the path of the car over a pulley 7L3, fixed to the side of the well-room, near the top, and thence downward and connected with the valve-lever a. In this case a single pulley i is used on the car, which alternately engages the respective sections of the rope stretched at an angle and deflects them as the car nears the ends of the run.

In Fig. 4 two sections of rope are used, to 1 and are held from engagement with the pulleys on the car by pulleys N O at the sides of the well-room. There are two pulleys 2* 7c in this case on the car, and they come into engagement with the respective rope-sections w yas the car nears the ends of the run. The rope 11 may be fastened in this case at the point where the pulley O is situated.

Fig. 5 shows a double-rope system, which balances the pressure exerted in the deflection of the ropes. The rope-section 00 00 is suspended over the pulley 7L5 at the top of the well, thence downward and over pulleys i on each side of the car, which deflect them apart, thence to the bottom of the well-room,

III

and are held apart over pulleys V V and the ends connected to the lever a Theropesection {1/ 11 is suspended over the pulleys W W, placed some distance apart at the top, thence are engaged by the pulleys 10 10 ,011 the car, and are then brought together by the pulleys Z Z and the ends connected with the lever 12 The dotted lines in this view show clearly the operation, and it will'be seen that with these double ropes the pressure against the side of the car necessary to deflect the ropes is equalized and balanced.

The situation of the stop-valves as shown is not essential, as they may be placed in any convenient position, and the ropes may also be varied to suit any particular circumstance. It is not essential that the movable pulleys be connected to the car. They may be attached to the counterweight or any other movable part of the elevator mechanism. This stop device may be arranged to automatically stop the elevator at any predetermined point or to automatically shift any mechanism, as desired. 7 These areafew of the many changes that may be made by a skilled artisan in the construction shown without departing from the spirit and scope of my invention.

What I claim is- 1. The combination with an elevator apparatus, of a stop-controllin g device, a rope connected with said stop-controlling device and held by a stationary fixture normally at an angle with and across the path of engaging means, of engaging means mounted on the elevator apparatus and adapted to be moved into contact with said rope by the operation of the elevator apparatus whereby said rope is deflected and the stop-controlling device automatically operated.

2. The combination with a movable part of an elevator, of motor means for said elevator, a stop controlling device for said motor means, a rope, normally held by a stationary fixture at an angle with and across the path of said movable part and connected with said stop-controlling device and adapted to be deflected automatically by said movable part in its movement, whereby said rope is taken up in its length and said stop-controllingdevice automatically operated.

3. The combination with the elevator apparatus, of a safety stop device, and means for operating the safety stop device comprising a rope connected with said safety stop device and run at an acute angle with and into the path of an engaging roller mounted on a part of said elevator adapted to move in conjunction with the elevator-car, whereby the engaging roller in its travel rolls against and deflects said rope thus taking up its length and operating the stop device.

4. The combination with an elevator apparatus, of a safety stop device, a rope connected with said safety stop device and run in the elevator-well room at an angle with and across the path of an engaging roller, an engaging roller mounted on a portion of the elevator apparatus reciprocating in the elevatorwell room and adapted to move in its travel into contact with said rope, whereby the rope is deflected and the stop-controlling device automatically operated.

5. The combination of a hydraulic elevator, a safety stop-valve, a flexible connection with said valve, for, operating it near the end of the run, and suspended at an angle to the run of the elevator, an engaging roller mounted on the car and adapted to engage the rope and deflect it whereby the rope is taken up and the valve operated, substantially as described.

6. The combination with a hydraulic elevator, of a safety stop-valve, a rope connected with said valve to positively close the same and suspended in the elevator-well room at an acute angle to the path of the car, an engaging roller mounted on the car for engaging said rope and adapted to deflect the same at an increasing ratio as the end of the run is neared, whereby the valve is closed gradually.

7. The combination with a hydraulic elevator, of a safety stop-valve, a rope connected with said valve to positively close the same and suspended in the elevator-well room adjacent to the path of the car and held by a stationary fixture at an angle with and across the path of the engaging roller, an engaging roller mounted on the car and adapted to be moved thereby into engagement with said rope thereby deflecting the same and operating the valve automatically as the car nears the end of the run.

8. The combination with an elevator, of a safety stop-valve, controlling the passage of water to and from the elevator, a rope connected with said valve and suspended from near the top of the elevator-well room, engaging rollers mounted on said car, and adapted in theirtravel to engage the rope at the respective ends of the run, thus positively operating the valve, and a by-pass and valve' for starting the elevator when the safetyvalve is closed.

9. The combination with an elevator, of a safety stop-valve controlling the passage of water to and from the elevator a rope connected with said valve and suspended from near the top of the elevator-well room and run at an angle to the path of the car, engaging rollers mounted on said car and adapted to travel in a path across which the rope is run and adapted to engage the rope and defleet it at each end of the-run to positively close the valve, and a by-pass and valve operated by the deflection of the rope for starting the elevator when the safety-valve is closed, substantially as described.

Signed by me at Worcester, Massachusetts, this 2d day of November, 1899.

THURE LARSSON.

Witnesses:

ALnUs O. HIGGINS, R. 0. SMITH.

Images