referring now to the drawings , and fig1 in particular , there is shown an elevator system 19 constructed according to the teachings of the invention . elevator system 10 includes an elevator car 12 mounted for movement relative to a structure having a plurality of floors or landings , such as the landing indicated generally at 16 . the elevator car 12 , which is guided in a vertical path by t - shaped guide rails 18 and 20 , is supported by wire ropes 22 in a hoistway of the structure or building , with the ropes 22 being reeved over a traction sheave 24 mounted on the shaft of suitable motive means , such as a drive motor 26 . a counterweight 28 , guided in a vertical path by t - shaped guide rails 30 and 31 , is connected to the other end of the rope 22 . the motor 26 drives the sheave 24 in response to elevator control , shown generally at 48 . according to the teachings of the invention , the control 48 is modified when damage to the elevator system is detected by a new andimproved damage detection system which includes transmitter means carried by the counterweight 28 , which is indicated generally at 50 , and receiver means 52 located remotely from the counterweight 28 , such as in the penthouse where the control 48 and drive motor 26 are conventionally located . a plurality of damage detector devices , shown generally at 54 , 56 , 58 and 60 are disposed on the counterweight 28 to detect abnormal horizontal movement of the counterweight , with each of the detector devices includingnormally closed electrical contacts , actuatable to an open condition when abnormal horizontal movement of the counterweight is detected . the transmitter 50 is energized by a series circuit which includes a battery 62 ( shown in fig2 and 4 ) and electrical contacts 54 - 1 , 56 - 1 , 58 - 1 and 60 - 1 ( shown in fig4 ), of the detection devices 54 , 56 , 58 and 60 , respectively . when the counterweight 28 is constrained within its normal vertical operating path , the transmitter 50 radiates electromagnetic radiation at a predetermined frequency , or within a predetermined frequency band , from a suitable antenna 61 . the receiver 52 is tuned to the frequency of the transmitter , and when the signal from the transmitteris being received , the receiver 52 maintains a control device in a first predetermined operating condition . absence of the signal from the transmitter causes the receiver 52 to operate the control device to a second condition . the control device has electrical contacts connected in the control 48 , which modify the operation of the control 48 when the control device is in its second operating condition . the receiver 52 may have an antenna 62 disposed in the hoistway , such as along the travel pathof the counterweight 28 . fig2 and 3 are enlarged , fragmentary , elevational and plan views , respectively , of counterweight 28 and damage detector 54 . the counterweight 28 is guided in its vertical path by guide roller assembliesat each of its four corners , such as guide roller assembly 70 , which has three rollers disposed against the side guide surfaces and face of the t - rail 31 . damage detector 54 may be mounted directly above guide roller assembly 70 , such as on one of the parallel portions of the z - shaped bracket 72 . the other parallel portion of the bracket 72 may be mounted directly to the top of the counterweight 28 , and it may also be used to support the transmitter 50 . the damage detector 54 , as shown most clearly in fig3 includes an actuating member having first and second ends 75 and 78 , respectively , anda vertical pivot axis . the first end 75 is fork or u - shaped . a pin 76 is disposed through the actuating member 74 to function as the vertical pivotaxis for the actuator 74 . the second end 78 has a predetermined cam shape which actuates electrical contact 54 - 1 between closed and open positions when the actuator 74 pivots about the vertically disposed pin 76 . the legsof the u - shaped end 75 are disposed to straddle the outwardly extending stem end of the t - rail 31 . when the counterweight 28 is properly within its guides , the legs of the u - shaped end 75 are equally spaced from the side guide surfaces of the t - rail 31 , and the cam end 78 of the actuator 74 is positioned to cause contacts 54 - 1 to be in a closed position . in theevent of a shock to the building of sufficient force to dislodge the counterweight 28 from its normal vertical operating path , one or more of the damage detectors , such as damage detector 54 , will be pivoted about its vertical pivot axis due to horizontal movement of the counterweight 28which causes the actuator 74 to contact the t - rail 31 . the cam end 78 forces the contacts of the detector to their open position , and the transmitter 50 ceases to provide a signal . as illustrated in fig2 and 3 , the battery 62 is mounted on the counterweight 28 adjacent the transmitter 50 . the weight of the battery isno problem , as it may be taken into consideration when selecting the overall weight required for the counterweight . a suitable battery charger 80 may also be mounted on the counterweight 28 . an example of a suitable battery charger is shown in fig4 . if the transmitter 50 is constructed of solid - state components of the type which present a very small drain to a storage battery , the battery charger 80 may be eliminated and the battery simply periodically exchanged for a fully charged battery on a regular maintenance schedule . if the battery should lose its charge beforethe normal exchange interval , the disclosed arrangement is fail safe , as the transmitter 50 will cease operating and initiate the modification of the elevator drive control , which will call attention to the fact that thebattery should be exchanged . fig4 is a schematic diagram of a portion of an elevator control system , which may be the control system shown generally at 48 in fig1 . the control of any elevator system may be modified to operate according to theteachings of the invention . for purposes of example , the elevator control disclosed and described in u . s . pat . no . 3 , 741 , 348 , which is assigned to the same assignee as the present application , will be used to illustrate the invention . only a portion of the control illustrated in u . s . pat . no . 3 , 741 , 348 which is necessary to understand the present invention is shown in the present application , as reference may be had to this patent for additional information , if required . the relay contacts in fig4 of the present application are identified by hyphenated reference characters . the portion of the reference character before the hyphen identifies the relay with which the contacts are associated , and the number after the hyphen identifies the contacts on theassociated relay . all of the relay contacts are shown in their normal position when the relay is deenergized . as an aid to understanding fig4 the relays and switches are identified as follows : more specifically , fig4 illustrates the energization of transmitter 50 via a series circuit which includes an on - off switch 89 , the battery 62 , and the serially connected damage detector contacts 54 - 1 , 56 - 1 , 58 - 1 and 60 - 1 . these components , and a battery charger 80 &# 39 ;, if used , are mounted onthe counterweight 28 , which is illustrated in the figures as being above the broken line 91 . as illustrated in fig4 the battery charger 80 &# 39 ; may simply be an a . c . generator and rectifier , with a voltage regulator . the a . c . generator may be driven by roller 82 mounted on a drive shaft 84 , with the roller 82 being driven during car movement by frictional contact with the guide rail 31 . it would also be suitable to provide an electrical contact mounted on an insulator on the counterweight which will engage a contact mounted in the hoistway when the counterweight is located in an &# 34 ; off hours &# 34 ; position . thecontact in the hoistway would be connected to a d . c . potential suitable forcharging the battery , and the battery would be connected to be charged by the contact on the counterweight . the transmitter 50 , which may be any commercially available single channel tone transmitter , such as model ttx tone transmitter shown on page 205 of lafayette catalog no . 690 , operates at a predetermined frequency , such as 26 . 995 , 27 . 045 , 27 . 090 , 27 . 195 or 27 . 255 mhz . the components shown in fig4 below the broken line 91 are mounted in the penthouse , or other suitable location remote from the movable components of the elevator system , and are part of the control 48 illustrated in block form in fig1 . control 48 includes a safety circuit relay 29 connected between electrical buses l1 and l2 via conventional elevator safety circuits , shown generallyat 90 , and through the break or normally open contacts rx - 1 which are responsive to a control device , such as a relay , whose operating conditionis determined by whether or not receiver 52 is receiving a signal from the transmitter 50 . receiver 52 is tuned to the frequency transmitted by transmitter 50 , and when receiver 52 receives a signal the receiver maintains a control device in an operating condition in which contacts rx - 1 are closed , enabling the safety relay 29 to be energized through the normal safety circuits 90 of the elevator system . receiver 52 is a single channel receiver tuned to the frequency of transmitter 50 , such as model sshp receiver shown on page 205 of lafayette catalog no . 690 . the safety circuit relay 29 has contacts 29 - 1 which enable the operation of the pattern selector relay w . the up direction circuits shown generally at 92 are connected to be energized through the safety circuits 90 . the pattern selector relay w is energized through contacts 29 - 1 when the running relay 3s ( not shown ) is energized via contacts 3s - 3 of the running relay , and it remains energizeduntil the brake is applied , indicated by contacts a - 1 of the brake monitor relay a ( not shown ) opening . relay w has make contacts w2 connected in thecircuit of a pattern generator 94 . the pattern generator 94 , which is shown in detail in u . s . pat . no . 3 , 741 , 348 , energizes solenoids which lift pawls clear of the floor stops located in the pattern generator . the stop relay ( not shown ) breaks this circuit when energized to stop the car at a landing . the overspeed relay 55 ( not shown ) is energized through an overspeed switch , which opens at a predetermined percentage of overspeed , such as 10 %. the overspeed relay 55has contacts 55 - 3 which open when relay 55 drops out , to drop the pawls andthus stop the car at the closest landing at which the car can make a normalstop . contacts w - 2 of the pattern selector relay are also connected to the pattern generator 50 , in a circuit which normally opens when the floor stop of a pattern generator is captured by a dropped pawl . if the safety relay 29 is deenergized , relay w drops to open contacts w - 2 , which simulates the capturing of a floor stop by a pawl , stopping the car without regard to its location relative to a landing . in the operation of the damage detector system , when any one of the damage detector contacts 54 - 1 , 56 - 1 , 58 - 1 or 60 - 1 open in response to an abnormalhorizontal movement of the counterweight , transmitter 50 ceases to provide an output signal and the control device responsive to receiver 52 is operated to the condition which opens contacts rx - 1 . the safety relay 29 drops , opening its contacts 29 - 1 and the opening of contacts 29 - 1 deenergizes the pattern selector relay w . contacts w - 2 of the pattern selector relay thus open , to immediately initiate slowdown of a moving elevator car . the elevator car thus stops without regard to its stop location relative to a floor level . a car which is already stopped at a floor when the safety relay 29 is deenergized , cannot be started . instead of stopping a moving car without regard to its stopped location relative to a landing , a moving car may be stopped at the closest landing in its travel direction at which it can make a normal stop , by eliminatingcontacts rx - 1 , by adding contacts rx - 2 , shown in phantom in fig4 betweenthe direction circuits 92 and bus l2 , which prevents the starting of a stationary car when receiver 52 is not receiving a signal from transmitter50 , and by adding contacts rx - 3 , also shown in phantom in fig4 in serieswith contacts 55 - 3 . contacts rx - 3 , when they open due to the receiver 52 not receiving a signal from transmitter 50 , will stop a moving car at the closest floor in its travel direction at which it can make a normal stop . as described in the hereinbefore mentioned u . s . pat . no . 3 , 792 , 759 , the speed of the elevator car may be automatically reduced , if desired , by appropriately located contacts from the control device operated by the receiver 52 . also as disclosed in this patent , a manually operated override switch may be concealed in the elevator car , the location of which is known only to authorized personnel . this override switch , when actuated , operates an override relay which permits operation of the elevator car at reduced speed . fig5 is a block diagram of an elevator system 10 &# 39 ; which is similar to theelevator system 10 shown in fig1 except it has a plurality of elevator cars , such as three . like reference numerals with prime marks are used to identify like components and functions in the two additional elevator car installations . fig5 illustrates that the transmitters associated with each of the three elevator cars operate at different frequencies f1 , f2 and f3 , such as 26 . 995 , 27 . 045 and 27 . 090 mhz ., respectively , and the associated receivers are each tuned to the frequency of its transmitter . this arrangement eliminates the possibility of a receiver associated with one elevator car from receiving a signal from transmitters associated withother elevator cars of the bank of cars . in summary , there has been disclosed a new and improved elevator system which includes means for detecting damage to a movable component of the system , such as abnormal horizontal movement of the counterweight , and means responsive to such detection for modifying the operation of the drive control of the elevator system . the means for detecting damage does not require a traveling cable to the counterweight , nor does it require a continuous track which runs the length of the hoistway which must be in continuous mechanical and electrical contact with a movable element of theelevator system in order for the elevator system to operate normally . thus , the installation of the elevator system is simplified , as well as the maintenance thereof . it is also relatively easy to add the damage detectorarrangement of the present invention to an existing elevator installation .