Otis Elevator Company

Otis Elevator

Anthony Cooney

Samuel C Wan

Joseph Bittar

Paul Bennett

Frederick H Barker

Bruce A Powell

Richard C McCarthy

John K Salmon, Deceased

Richard J Ericson

James M Draper

Harold Terry

Gilbert W Wierschke

LucyMary Salmon

Daryl J Marvin

Greg A Schienda

Jose M Carballo

William G Sheridan

Richard E Peruggi

Justin Billard

Richard N Fargo

James Thompson Beals

Zbigniew Piech

Robin Mihekun Miller

Pei-Yuan Peng

Leandre Adifon

Vlad Zaharia

Mark Steven Thompson

Dat T Nguyen

Philip H McCluskey

Jae-Hyuk Oh

Louis Bialy

Michael C Lang

David J Lanesey

Richard R Polacek

Adriana Bacellar

David W McKee

Fred J Lussier

Richard W Calcasola

Jack Mansfield Thompson

Edward D Reiskin

Terry M Robar

Joseph Al LeDoux

Jamie A Rivera

David I Perl

Michael D Silverberg

Satish P Patel

Dave C Jarvis

LucyMary Salmon, Executor

Peie-Yuan Peng

An exemplary elevator braking device comprises a brake housing. A plurality of rollers are supported by the brake housing. The rollers are arranged to be positioned on opposite sides of a guiderail. The rollers are selectively moveable between a first position in which the rollers are spaced apart a first distance and a second position in which the rollers are spaced apart a second, smaller distance so that the rollers engage and roll along opposite sides of the guiderail. At least one biasing member is supported by the brake housing. The biasing member is associated with at least one of the rollers and biases the associated roller toward the other roller in the second position. A plurality of braking surfaces are supported by the brake housing. At least one braking surface is associated with each of the rollers. Each braking surface engages a periphery of the associated roller that faces the side of the guiderail. Friction between the periphery of the associated roller and the braking surface provides a stopping force.

Elevator braking device

An elevator system includes one or more rails fixed in a hoistway and an elevator car configured to move through the hoistway along the one or more rails. The system includes one or more braking systems having one more braking surfaces secured to the elevator car and frictionally engageable with one or more rails of the elevator system. One or more actuators are operably connected to the one or more braking surfaces configured to urge engagement and/or disengagement of the one or more braking surfaces with the rail to stop and/or hold the elevator car during operation of the elevator system.

Elevator braking system

An elevator system includes an electronic system capable of triggering a machine room brake and an electromagnetic safety trigger with low hysteresis and with minimal power requirements that can be released to engage safeties, when car over-speed and/or over-acceleration is detected. The electromagnetic trigger may be reset automatically and may be released to engage the safeties, during the reset procedure. The system includes a processing system that is configured to decrease response time and to reduce the occurrence of false triggers caused by conditions unrelated to passenger safety, such as passengers jumping inside the elevator car.

Elevator over-acceleration and over-speed protection system

An elevator systemincludes an over-acceleration and over-speed protection system capable of triggering a machine room brake and a safety trigger when over-speed or over-acceleration conditions are detected. The system includes a speed detectorand an acceleration detector. Based upon sensed speed and sensed acceleration, the controllercalculates a filtered speed of an elevator mass such as an elevator caror counterweight, and compares the filtered speed to the threshold speed to determine whether an over-speed condition has been reached. The controlleractivates a machine room brake when an over-speed condition exists, and engages an elevator safetyA,B when it determines that the elevator mass is still in an over-speed condition after the machine room brake has been activated.

Over-acceleration and over-speed detection and processing system

An electromagnetic safety triggerincludes a linkkinematically connected to a safetyA,B of an elevator system mass, such as an elevator car or counterweight. An electromagnetmounted on a linear actuatoris magnetically coupled to the link, and a springis connected between the linkand the elevator mass. The electromagnetcan be triggered to release the link, which allows the springto move the linkto engage the safetyA,B.

Electromagnetic safety trigger

A brake mechanism () for an elevator () is activated in response to an electronic control signal to prevent movement of an elevator car () under predetermined conditions. The brake mechanism is preferably a safety mechanism () and does not require a governor sheave, a governor rope, or a tension sheave. The safety mechanism in one disclosed example utilizes a solenoid actuator () and an electric motor () and gear box assembly () to move safety wedges () into engagement with a guide rail () to stop the elevator car (). The safety wedges () are held in a non-deployed position during normal elevator operation. If there is a power loss or if elevator car speed exceeds a predetermined threshold, an electronic control signal activates the safety mechanism () causing the solenoid to release, which causes the safety wedges () move in a direction opposite to that of a safety housing () mounted for movement with the elevator car (). Angled surfaces of the safety housing () force the safety wedges () into engagement with the guide rail (). The safety mechanism () can be selectively reset from a remote location.

Remotely resettable ropeless emergency stopping device for an elevator

Cabs, such as passenger and freight cabs, are transferred from one horizontal transport bogie that is moving along a track to another horizontal transport bogie moving at the same speed on an adjacent track. The cab may be transferred from one train or shuttle of moving bogies to another train of moving bogies, or may be transferred from a train of moving bogies to an auxiliary shuttle or bogie on a siding so as to permit the cab to be brought to a stop, either to allow transfer of passengers, to be moved into the car frame of an adjacent elevator for vertical transport within the building, or to simply await the coming of another train, traveling in either the same or in opposite direction, to which the cab may then be transferred.

Transferring freight or passenger cabs between moving bogies

An elevator safety based on having the elevator lift-rod, under the influence of the elevator governor, cause to rotate approximately elliptical cams, called quasi-elliptical cams. The cams are wider in one orientation, just as an ellipse has a major axis, wider than its minor axis. The cams are positioned to push against a brake pad as they rotate so that the major axis of each cam changes orientation with the minor axis. The cams can be shaped to simulate a wedge-type safety, even one using a wedge with multiple ramp angles. With essentially no additional complexity, the cam safety can be designed to operate with a bi-directional governor, one which exerts, usually through an intermediate linkage, force on the lift-rod in either the up or down motion depending on the unintended motion of the elevator.

Quasi-elliptical bidirectional progressive safety

An elevator system provides service between a ground level and each of three upper levels through a single elevator shuttle hoistway system. Three elevator cabs 34-36, B, D, F are moved in a triple deck elevator car frame 35, or a four deck elevator car frame 75 in a low hoistway 26, 76; two cabs are moved in a double deck elevator car frame 30 or four deck car frame 76 in a mid hoistway 27, 52; and one cab is moved in a single deck car frame 31 or triple deck car frame 77 in a high hoistway 28, 53. Other embodiments have other car frame arrangements.

Integrated, multi-level elevator shuttle

To prevent elevator rope stretch effects when a horizontally transferable elevator cab (18) is rolled onto and off of an elevator car frame (10), an elevator car/floor lock (31) includes a bolt (47) which extends across the interface between the car frame and the building and engages a strike (39). Jack screw (44) and solenoid (60) embodiments are shown. To take the weight off the lock bolts so that they may be retracted to permit moving the car frame vertically in the hoistway, strain gages (64, 65) or load sensors (62, 63) provided in or adjacent the bolts sense the weight supported thereby, and a pretorque program (FIG. 6) provides armature current to the hoisting motor to raise or lower the car frame sufficiently to reduce the load on the bolts to nil.

Pretorque to unload elevator car/floor locks before retraction

Elevator cabs are transferred between elevators, which may be shuttles, in various levels of a building, such as transport floors, in response to car calls registered in the cabs and hall calls registered on the transport floors. The cabs may be transferred from carriages or bogeys onto elevator car frames in a lateral direction, which is perpendicular to the motion of the cab on a carriage or bogey, or in a longitudinal direction which is the same as the direction of motion of a cab on a carriage or bogey. The horizontal/vertical control and transfer may be effected in response to the arrival at transport floors of elevators having cabs therein, or in response to the arrival at an elevator of a bogey carrying a cab which must be transported between a transport floor on one level of a building and a transport floor on another level of a building, in order to serve the need of a car call registered therein or a hall call. The horizontal transportation may occur on transport floors within a building, or may extend between different building segments or between different buildings.

Horizontal and vertical passenger transport

A first slidable auxiliary pinion (58a) on the bottom of a horizontally moveable elevator cab A (FIGS. 2-6) disposed on a car frame (14) or a landing is moved out from under the cab toward another car frame (13) or landing by means of a motorized pinion (56) until it engages a motorized pinion (57) on the adjacent car frame (13) or landing, which then pulls the auxiliary pinion and the entire cab toward the other car frame or landing until a main rack (45) fixed to the bottom of the cab engages a motorized pinion (34) on the other car frame (13) or landing, which pinion then pulls the entire cab onto the other car frame or landing. The auxiliary racks (58a, 58b) may be mounted on a common auxiliary rack member (58), or may be separate. The auxiliary motorized pinions (55, 56, 57) may be bidirectional, or may be; and auxiliary pinions (32C, 33C, 34C) may be; mounted on the same shaft with main pinions (32b, 33b, 34b).

Fail-safe movement of elevator cabs between car frames and landings

A plurality of express shuttle elevators S1-S4 exchange elevator cabs at a transfer floor 26 with local elevators L1-L10 by means of a carriage 107, the casters of which 93 are guided by tracks 70-83. The transfer floor has linear induction motor (LIM) primary segments 60-67 disposed on the transfer floor; the carriage has a LIM secondary 128 thereon for propulsion. The carriages can be locked 91, 92 to the transfer floor for loading, and cabs can be locked 131 onto the carriages for stability when being moved. A controller (FIGS. 10-13) keeps track of the progress of the cabs from one elevator to another.

Shuttle elevators feeding local elevators

An elevator safety brake is provided comprising two cantilevers, a pivot, a spring, and a hold-off-engagement linkage. In one embodiment, the hold-off-engagement linkage is comprised of two upper struts, and two lower struts. When it is desired to slow or stop the elevator via the safety brake, the lower struts move from a first position in which the lower struts are substantially in alignment with one another and the cantilevers are in an open position, to a second position in which the lower struts are not substantially in alignment with one another and the cantilevers are in a closed position. When the cantilevers are in the closed position, the spring exerts a force via the cantilevers on the guide rail in order to decelerate the elevator.

Safety brake

A cab having a wheeled carriage fixed thereto is moved between rails on an elevator car frame and similar rails on a wheeled bogey. The ends of the rails are scarfed in a complimentary fashion so as to provide a temporary half-lap joint between the rails of the bogey and the rails of the car frame. Motion is provided by linear motors having active primaries disposed on the car frame and the bogey and passive secondaries disposed on the cab carriage. Motor control is in response to position signals provided by magnetostrictive linear displacement transducers. The cab carriage includes rollers on vertical axes which contact the insides of the rails for guidance. The cab carriage wheels and rollers are disposed in pairs separated sufficiently so that at least one roller and one wheel of each pair is in contact with a full rail as the carriage crosses the rail joints between the car frame and the bogey. Wheels coated with urethane reduce wheel noise and tapers at the ends of the rails provide smooth rail to rail transitions.

Linear motor transfer of cab horizontally between elevator and bogey

Growing community of inventors

Unionville, CT, United States of America

Anthony Cooney