U.S. patent number 3,903,996 [Application Number 05/426,180] was granted by the patent office on 1975-09-09 for closure system.
This patent grant is currently assigned to Westinghouse Electric Corporation. Invention is credited to Harry Berkovitz, Lawrence Tosato.
United States Patent |
3,903,996 |
Berkovitz , et al. |
September 9, 1975 |
Closure system
Abstract
A closure system for an entranceway having a door mounted to
open and close the entranceway. A perforated sill, in combination
with a source of radiant energy provides a plurality of vertical
beams of radiant energy spaced across the entranceway. A detector
device is mounted to be responsive to at least one of the beams to
detect interruption of radiant energy to the detector device by an
object in the entranceway. In a preferred embodiment, the source of
radiant energy includes energy having a wavelength in the visible
spectrum, highlighting the sill as well as forming an operative
portion of the object detection function.
Inventors: |
Berkovitz; Harry (Glen Rock,
NJ), Tosato; Lawrence (Millburn, NJ) |
Assignee: |
Westinghouse Electric
Corporation (Pittsburgh, PA)
|
Family
ID: |
23689673 |
Appl.
No.: |
05/426,180 |
Filed: |
December 18, 1973 |
Current U.S.
Class: |
187/316; 49/25;
250/221 |
Current CPC
Class: |
E05F
15/43 (20150115); B66B 13/26 (20130101); E05Y
2800/21 (20130101); E05F 2015/436 (20150115); E05Y
2900/104 (20130101) |
Current International
Class: |
B66B
13/26 (20060101); B66B 13/24 (20060101); E05F
15/00 (20060101); B66B 013/26 (); E05F
015/20 () |
Field of
Search: |
;187/52,56,51,48,DIG.1
;250/221 ;49/25,26,27,28 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Blunk; Evon C.
Assistant Examiner: Rowland; James L.
Attorney, Agent or Firm: Lackey; D. R.
Claims
We claim as our invention:
1. An elevator system, comprising:
an elevator car having an entranceway,
a door for said entranceway,
means mounting said door for movement to open and close said
entranceway,
a sill associated with said entranceway, said sill including a
portion which extends outwardly past the external side of said door
when said door closes said entranceway, with this portion of said
sill including a plurality of spaced openings which extend
substantially across the entranceway,
a source of radiant energy disposed below said sill providing a
plurality of beams of radiant energy which extend substantially
vertically upward through the plurality of spaced openings in said
sill,
detector means positioned to receive at least certain of said beams
of radiant energy, said detector means including a first detector
device mounted to move with the door and provide an object
detection zone adjacent the leading edge thereof upon closure, and
a second detector device mounted on a stationary portion of the
entranceway to provide a stationary object detection zone in the
entranceway,
said detector means being responsive to an object interrupting the
radiant energy received by either the first or second detector
device, for controlling the operation of said door,
auxiliary transmitter means mounted on the car door and aimed at
the first detector device,
and means responsive to the failure of the source of radiant
energy, for energizing said auxiliary transmitter means, to provide
a beam of radiant energy for the first detector device.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates in general to closure systems, and more
specifically to closure systems which include an object detection
function.
2. Description of the Prior Art
In closure systems of the prior art, especially those used in
elevator systems, it is common to provide some means for preventing
the closure or door from striking an object in its closing path.
One well-known type of door protective device employs a beam of
radiant energy which is projected across the elevator car opening.
Interruption of the beam by an object disposed substantially in the
closing path of the car and hoistway doors results in a
modification of the door operation, such as by stopping and
reversing the doors.
Another commonly used type of door protective device is the
mechanical safety edge. When the mechanical safety edge, usually
disposed on the car door, is depressed, limit switches are actuated
which are connected in the door control circuits to effect a
predetermined control action. U.S. Pat. No. 2,953,219, which is
assigned to the same assignee as the present application, discloses
a safety edge for the car door which is provided by disposing
transmitters of radiant energy and detectors thereof on the car
door, such that vertical beams of radiant energy are disposed along
the edge of the car door to detect objects having a predetermined
relationship with the edge of the door.
As illustrated in U.S. Pat. No. 3,063,516, which is assigned to the
same assignee as the present application, it is also known, in a
single closure system, to employ both the door edge protection,
which is effective when the door contacts or bears a certain
predetermined relationship to an object, and protection for
modifying the door action when an object is detected in the door
opening irrespective of the location of the door relative to the
object.
SUMMARY OF THE INVENTION
Briefly, the present invention relates to new and improved closure
systems, and especially to new and improved closure systems for
elevators. An entranceway having a door mounted for movement to
open and close the entranceway includes a sill, which in
combination with a source of radiant energy, provides a plurality
of substantially vertically extending beams of radiant energy
spaced across the entranceway. The sill includes a plurality of
spaced openings, with the source of radiant energy being disposed
below the sill. Thus, a single source of radiant energy may be used
to provide a plurality of beams of radiant energy, and this single
source is used, as set forth in different embodiments of the
invention, to provide object detection means without regard to the
position of the object relative to the door, and/or object
detection means for objects having a predetermined relationship to
the edge of the door. In a preferred embodiment, the source of
radiant energy emits energy which is visible to the human eye, to
provide the additional function of highlighting the sill of the
entranceway.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention may be better understood and further advantages and
uses thereof more readily apparent, when considered in view of the
following detailed description of exemplary embodiments, taken with
the accompanying drawings, in which:
FIG. 1 is a view in front elevation, with portions broken away, of
an elevator car having a closure system embodying the teachings of
the invention;
FIG. 2 is a side elevation of the closure system shown in FIG.
1;
FIG. 3 is a fragmentary, cross-sectional, enlarged view of the
closure system shown in FIG. 1; and
FIG. 4 is a schematic diagram of door control apparatus suitable
for operating the closure system shown in FIG. 1.
DESCRIPTION OF PREFERRED EMBODIMENTS
Although aspects of the invention are applicable to closures
designed for various applications, the invention is particularly
suitable for closures or doors employed in elevator systems.
Consequently, the invention will be described with particular
relation to elevator closures or doors. Furthermore, aspects of the
invention are applicable to doors of various types, such as
center-opening or side-opening, double or single,
attendant-operated or automatically-operated door assemblies. For
the purpose of discussion, however, reference will be made to door
assemblies of the horizontally slidable center-opening type as
employed in elevator systems.
Specifically, the closure system shown and described in U.S. Pat.
No. 2,992,818, which is assigned to the same assignee as the
present application, will be illustrated, and the control circuitry
of this patent is shown with the necessary modifications in the
present application to illustrate a control system suitable for
operating a closure in accordance with the teachings of the
invention. Since a detailed description of the door control
circuitry is available in U.S. Pat. No. 2,992,818, only the portion
of the control circuit associated with the invention will be
described in detail.
Referring to the drawings, FIG. 1 illustrates an elevator car
having a center-opening door 1 for opening and closing an elevator
car entranceway 3 through which load may enter and leave the car.
This elevator car may serve any desired number of floors or
landings. Since suitable control mechanisms for elevator cars are
understood in the art, further discussion thereof is unnecessary
for an understanding of the invention.
Car door 1 comprises two sections 5 and A5. In FIG. 1 the door is
shown in its fully open position. A number of similar components
are employed for the door sections 5 and A5. Insofar as is
practicable, a component for the door section A5 which is similar
to a component for the door section 5 will be identified by the
same reference numeral as is employed for the corresponding
component associated with the door section 5 prefixed by the letter
A.
The door section 5 is provided with a door hanger 7 on which door
hanger wheels 9 are mounted for rotation. The door hanger wheels
for the door sections 5 and A5 are positioned for movement along a
horizontally-mounted track 11 in a conventional manner. The track
11 is secured to the elevator car by any suitable means.
Movement of the door section 5 is effected by a lever 13 pivotally
mounted on the elevator car by means of a pin 15. The lower end of
the lever 13 is pivotally connected to one end of a link 17, the
other end of the link being pivotally connected to the door section
5. Lever 13 is coupled to the lever A13 by a link 19, the ends of
which are pivotally attached to the levers 13 and A13 by pivots 21
and A21, respectively. Pivot 21 is positioned above the pin 15,
whereas the pivot A21 is located below the pin A15. Consequently,
rotation of the lever 13 to open the door section 5 moves the link
19 in the proper direction to open the door section A5.
The lever 13 preferably is operated by a suitable door operator 23
which may include a reversible electric motor 25 coupled through
suitable gearing to a shaft 27. The shaft 27 carries an arm 29
which is pivotally connected to one end of a link 31, the remaining
end of the link 31 being pivotally connected to the lever 13.
Consequently, the motor 25 may be energized in a conventional
manner for the purpose of opening and closing the door sections 5
and A5. When the door 1 is to be closed, the motor 25 is operated
to rotate the arm 29 in a counterclockwise direction as viewed in
FIG. 1. In order to open the door, the electric motor is
reversed.
A control assembly 33 is mounted on the elevator car adjacent the
motor 25. Positive driven contact cams located in the control
assembly 33 control the rate of acceleration and deceleration of
the door 1. The control assembly also houses control contacts and
control resistors. The contact cams are keyed to the gearing
associated with the motor 25 and operate the control contacts for
predetermined distances of travel of the arm 29 to vary motor
armature circuit resistance, thus controlling the door's rate of
acceleration and of deceleration. Each cam is symmetrical and
operates two spring-closed contacts, one contact being located on
each side of the cam. For each direction of door movement, a
separate and identical set of contacts is actuated, one for the
opening movement of the door, the other for the closing movement of
the door. Such arrangement is well known in the art.
The elevator door sections 5 and A5 are each associated with a
hoistway door section, which sections are operable for opening and
closing a hoistway entrance. FIG. 2 illustrates one of the hoistway
door sections 90. Although the hoistway door sections may be
operated by any conventional door operator, preferably the hoistway
door sections are operated by the door operator 23 on the elevator
car through cooperative vane and drive block members (not shown).
Thus, operation of the door operator mounted on the elevator car
effects movement of both the car and hoistway door sections in
unison.
During a closing operation of the car and hoistway door sections it
is desirable to provide object detection means which functions
without regard to the position of the closing doors, and to also
provide door edge object detecting means which functions when the
object bears a predetermined relationship to the door edge. FIG. 1
illustrates a new and improved closure system which provides either
or both of these functions with a single source of radiant energy.
Further, the door edge detector is provided without resorting to a
mechanical edge, which must be retracted at the termination of each
door closing operation, and which requires periodic maintenance due
to its mechanical nature. Still further, the single source of
radiant energy is not mounted on the door or doors of the elevator
car, and it additionally may be used to highlight the entry sill of
the elevator car.
Specifically, the new and improved closure system employs a sill 92
disposed at the entrance of the elevator car 1, which extends
substantially across the width dimension of the entrance. The sill
92 includes a plurality of openings 94 in the entrance portion of
the sill, which openings may extend in spaced relation across the
entranceway in a single row. As illustrated most clearly in FIG. 3,
the openings are preferably formed by drilling counterbored holes,
and protective transparent or translucent glass or plastic lens 96
are disposed therein, such as with a suitable adhesive. The
protective lens need not be of the focusing type. The sill 92 is
disposed to cover a recess or compartment in the forward portion of
the floor of the elevator car, immediately adjacent the entrance to
the car 1. A source 98 of radiant energy is disposed in this recess
or compartment, just below the underside of the sill 92 through
which the openings 94 are disposed. This arrangement provides a
plurality of vertically oriented beams 100 of radiant energy spaced
horizontally across the entranceway to the elevator car. The source
98 is preferably an electric lamp, such as an incandescent
resistance lamp, or a mercury vapor lamp, such as a fluorescent
lamp. The wavelength of the electromagnetic radiation from source
98 may be selected from a wide range, and may be in the visible or
invisible spectrums. Radiant energy visible to the human eye has
the added advantage of highlighting the sill, and is thus the
preferred embodiment, but infrared or ultraviolet wavelengths may
be used if desired.
The first type of object detection which may be provided using the
source 98 and plurality of beams 100 of radiant energy is the
arrangement, once activated during the door open cycle, which is
independent of the position of the door. For this arrangement, one
or more detecting devices responsive to the radiant energy used are
disposed in the ceiling or transom of the elevator car. For
purposes of example, for a 42 inch center-opening door two detector
devices 102 and 104, spaced about 12 inches apart, will provide
satisfactory object detection. However, any number of devices may
be used. The detection devices should be rendered ineffective just
prior to their detecting the door as the door closes, in order to
prevent false triggering thereof. When two symmetrically located
detectors 102 and 104 are used, as illustrated in FIG. 1, a single
cam 106 and limit switch 108 may be used to render devices 102 and
104 ineffective at a predetermined point in the door close
cycle.
The detector devices 102 and 104 may be of any type responsive to
the wavelength of the radiant energy source. For example, they may
be of the photoemissive, photoconductive, or photovoltaic type, as
desired. The detecting devices 102 and 104 may be connected to each
control a separate relay having a contact which is closed as long
as the detector is receiving radiant energy from source 98. Upon
interruption of this radiant energy to a detector, the contact of
its associated relay would open to effect some predetermined
control action, such as stopping or reversing the doors, as will be
hereinafter described relative to the control circuitry shown in
FIG. 4.
The single source 98 and perforated sill 92 may also be used to
provide object detection relative to the leading edge of a closing
door panel, by mounting detector means on the door panel, or
panels, adjacent the edge or edges thereof which lead upon closure
of the door. The detector means is spaced from the edge of its
associated door panel to provide the desired detection zone, and as
illustrated in FIGS. 1 and 3 detector means 110 and 112 are
provided for car door sections 5 and A5 which preferably have at
least two detector devices, such as detector devices 114 and 116
which form a part of the detector means 110. Detector device 114,
which is closest to the leading edge of the door panel 5 upon
closure thereof, is adjusted such that a hand placed upon the door
will interrupt a beam from the source 98 to the detector, and thus
functions in a manner similar to the mechanical safety edge. If the
detector device 114 is spaced about one-half inch from the edge of
the door, it will satisfactorily perform this function. The second
detector 116 is spaced from the door edge by a greater dimension.
This dimension is preferably selected to enable the detector 116 to
detect an object in the closing path of the door and to stop the
car door before striking the object. A dimension of about 3 inches
has been found to be satisfactory, but it is not critical. Since
the detector means 110 moves with the door, it is important that
the number of openings 94, the diameter of the openings, the
spacing of the openings and thus the horizontal spacing of the
resultant vertically oriented beams 100, and the lens on the
detector device, all be selected such that the detector lens will
span two adjacent beams 100 to maintain continuous contact with the
radiant energy, in the absence of an object interrupting the
radiant energy, as the door moves from its open to its close
position. One-half inch diameter openings disposed on three-fourths
inch centers has been found to be satisfactory but other suitable
dimensions may be used.
If desired, a detector 118 responsive to the radiant energy
provided by source 98 may be disposed in the recess with source 98.
This detector may include a relay having contacts connected to
render detectors 102 and 104 ineffective, and to energize auxiliary
radiant energy transmitter devices 120 and 122, should the source
98 fail to provide radiant energy of a predetermined level.
Transmitter devices 120 and 122 are aimed at detectors means 110
and 112, respectively, to continue door edge object detection until
source 98 can be serviced.
Thus, the single source 98, in cooperation with the sill 92,
provides a plurality of vertical beams 100 spaced across the
entranceway to the elevator car 1, which beams are used to: (1)
provide detection of an object in the entranceway without regard to
the position of the object relative to the doors, (2) provide
detection of an object which contacts or bears a predetermined
relationship to the leading edges of the doors upon closure
thereof, and (3) highlight the door sill when visible radiant
energy is used. The detection of objects is effective for both the
car and hatch doors, as it will be noted from FIG. 2 that the beams
100 are located in the space between the car and hatch doors. The
door edge protection is achieved without mechanically actuable
parts, increasing the useful width of the door opening, and
reducing maintenance.
In order to illustrate suitable operation of the door controller
33, a schematic control diagram is shown in FIG. 4 which will
operate the closure system shown in FIG. 1. In this diagram, the
armature 25A and the field winding 25F of the door operating motor
25 (FIG. 1) are illustrated. Electrical energy for the control
circuits is derived from a pair of direct-current buses L+ and L-.
The motor field winding 25F is connected directly across the buses
L+ and L-. In parallel with the field winding 25F is a rectifier 35
of a conventional type, such as silicon. Current flows through the
rectifier 35 in the direction indicated by its circuit symbol in
FIG. 4. Thus the rectifier 35 provides a path for induced current
as a result of the collapse of the motor field winding's magnetic
field in the event that power is removed from the buses L+ and
L-.
The motor 25 is energized to open or to close the car door by
operation of a switch SW. Although this may be a manually operated
switch, in a preferred embodiment of the invention this switch
represents the contacts of a relay or relays employed in any
conventional door operating system to initiate an opening or a
closing operation of the door. Thus, movement of the operating
member of the switch SW up, as viewed in FIG. 4 to close its
contacts SW1 completes, with a limit switch 37 and break contacts
CL1 of a door closing relay CL, circuit connecting a door opening
relay OP across the buses L+ and L- for energization. The limit
switch 37 is opened as the door arrives at its fully open position
by a cam located in the control assembly 33.
Movement of the operating member of the switch SW down results in
closure of its contacts SW2 to complete, with a limit switch 39 and
break contacts OP1 of the door opening relay OP, a circuit
connecting the door closing relay CL across the buses L+ and L- for
energization. The limit switch 39 is opened as the door arrives at
its fully closed position by a cam located in the control assembly
33.
The break contacts CL1 prevent energization therethrough of the
door opening relay OP when the door closing relay CL is energized.
The break contacts OP1 operate in a similar manner in the circuit
of the door closing relay CL. Associated with the relay OP are make
contacts OP2 and OP4 and break contacts OP3. Associated with the
relay CL are make contacts CL2 and CL4 and break contacts CL3.
These contacts control energization of the motor armature 25A, the
circuits for energization of the armature being located in the
lower portion of FIG. 2.
Associated with the armature 25A are a plurality of adjustable
resistors and a plurality of cam-operated control contacts for
controlling acceleration and deceleration of the motor 25. These
resistors and contacts, together with the contact cams for the
latter, are located in the control assembly 33.
It will be noted that the adjustable resistor 41 is disposed in
series circuit relationship with the armature 25A in the bus L+.
The remainder of the adjustable resistors associated with the
armature 25A bear identifying symbols which are indicative of their
functions. Thus, the adjustable resistor RAC is employed to effect
acceleration of the motor during a door closing operation while the
adjustable resistor RAO is employed for accelerating the motor
during door opening movement. Similarly, the resistor RDC1 is used
for decelerating the motor and thereby the door during a door
closing movement while the adjustable resistor RDO1 effects
deceleration of the motor during door opening movement. Likewise,
the cam operated control contacts bear identifying symbols which
are indicative of their control functions. For example, the
contacts AC and AO are effective for accelerating the door during
door closing and door opening movements, respectively. The contacts
DC1 through DC4 effect deceleration of the door during door closing
movement and operate sequentially in the order of their suffix
numerals. The contacts DO1 through DO4 in sequence similarly
control door deceleration during a door opening operation.
Make contacts ASC and ASO are disposed in series circuit
relationship with the cam operated contacts DC4 and DO4,
respectively. These contacts are associated with an anti-stall or
checkback relay AS. if a pair of limit switches 43 and 45 both are
in closed condition, the relay AS is connected for energization
across the buses L+ and L-. In parallel with the coil of the relay
AS is resistor-capacitor network comprising serially connected
resistors 47 and 49 and a capacitor 51. In parallel with the
resistor 47 is a rectifier 53 of a conventional type such as
silicon. Current flows through the rectifier 53 in the direction
indicated by its circuit symbol in FIG. 4. Thus, when both of the
limit switches 43 and 45 are in closed condition, the capacitor 51
charges through the resistor 49 and the rectifier 53, which, in
effect, then shorts the resistor 47. When one of the limit switches
43 or 45 is opened, the capacitor 51 discharges through the
resistors 47 and 49 and the coil of the anti-stall relay AS. Since
the length of times of change and discharge of the capacitor are
dependent upon the RC network time constant, the rectifier 53
effects a fast charge of the capacitor 51 and a relatively slow
discharge thereof.
The limit switches 43 and 45 are located in the control assembly 33
and are operated by cams disposed therein. In a preferred
embodiment of the invention, the cam associated with the switch 43
operates to open the switch simultaneously with the opening of the
control contacts DC4 by its associated contact cam. The limit
switch 45 is opened by its cam simultaneously with the opening of
the control contacts DO4 by its associated contact cam. Each of
these limit switches remains in open condition from the time of its
opening to the time when the door reaches the same position in a
door movement opposite in direction to that in which the door was
moving when the respective limit switch was opened by its
associated cam.
A door safety relay DR is connected across buses L+ and L- via
contacts C102 and C104 of radiant energy detectors 102 and 104
disposed in the transom of the elevator car 1, contacts C114 and
C116 of detector means 110 which is mounted for movement with the
door panel 5, and contacts C112 and C112' of detector means 112
which is mounted for movement with door panel A5. These serially
connected contacts are associated with relays (not shown)
responsive to detectors 102 and 104, and to detector means 110 and
112, and these contacts are closed as long as its associated
detector device is receiving radiant energy from source 98. Limit
switch 108 is disposed to shunt contacts C102 and C104 when it is
in its closed position, to render these contacts ineffective just
before the radiant energy received by detectors 102 and 104 would
be interrupted by the closing door panels.
The door safety relay DR includes make contacts DR1 and break
contacts DR2. These contacts are illustrated in the position they
would assume in the event buses L+ and L- are not energized, or
relay DR is deenergized due to one of the contacts in series with
the energizing coil of relay DR being open.
Contacts DR1 are connected in series with the door close relay CL,
and contacts DR2 are connected to shunt contacts SW1 of switch SW.
Thus, when relay DR is energized contacts DR1 will be closed to
enable the door close relay CL to be energized, and contacts DR2
will be open and thus will have no circuit effect. Should radiant
energy to one of the detectors be interrupted, relay DR will drop
out, contacts DR1 will open to deenergize the door close relay CL,
and contacts DR2 will close to energize the door open relay OP.
Should it not be desirable to reverse the doors, contacts DR2 would
not be required.
Relay M is a monitor relay responsive to contact C118 of detector
118 shown in FIG. 1, which detector will maintain contact C118
closed and relay m energized as long as the source 98 provides
radiant energy. Relay M includes break contacts M1 and M2. Contacts
M1 are connected across contacts C102 and C104, and contacts M2 are
serially connected across buses L+ and L- with transmitter devices
120 and 122, which are also shown in FIG. 1. Should source 98 fail
to provide radiant energy of the proper level, contacts M1 will
close to render the detectors 102 and 104 ineffective, and contacts
M2 will close to energize radiant energy transmitters 120 and 122,
in order to retain the door edge object detection function.
In summary, there has been disclosed a new and improved closure
system, especially suitable for elevator systems, which enables a
single source of radiant energy to be used to provide an object
detection function, which is independent of the position of the car
doors, when the car doors are open or in the process of closing,
and an object detection function which bears a predetermined
relationship to the leading edge of closing doors. Further, this
single source of radiant energy, if selected to have a wavelength
which is visible to the human eye, will highlight the sill of the
entranceway to the elevator car, adding to the appearance and
visibility of the entranceway. While a single incandescent tubular
type lamp may be used, which would have a relatively low power
consumption and thus long life, it is also practical to use a vapor
tube, such as fluorescent tube, which has a very long life and low
power consumption. A safety edge function is achieved without
mechanical parts and need for retracting mechanism, which reduces
maintenance cost, and since a mechanical safety edge is not
required, it adds usable space to the entranceway. The object
detection function which functions without regard to the position
of the car doors, includes a transmitter and detector devices which
are permanently mounted on stationary portions of the elevator car.
Even the object detection function which bears a predetermined
relationship to the closing edge of a car door, only mounts
detector devices on the car door, with the transmitter device being
mounted on a stationary portion of the car.
While only two detector devices have been illustrated in the
transom of the elevator car, a particularly wide opening to an
elevator car could be divided into zones by using the required
number of detectors in the transom. The detectors, in addition to
detecting objects for door modification purposes, could also be
used to count passengers, and individual detection zones may be
used to effect different door operations. For example, a central
zone of a wide opening, upon detecting an object, may stop the car
doors, while zones closer to the door edge may stop the car door
and reverse its direction. While not shown in the drawings, a timer
may be used to time the length of time that the doors are held open
in response to the object detection means. At the end of a
predetermined period of time, the door protective devices may be
overriden and the doors closed at a slow speed.
* * * * *