US1150721A

US1150721A - Controlling apparatus for hoisting-engines.

Info

Publication number: US1150721A
Application number: US81064114A
Authority: US
Inventors: Clarence R Welch
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-01-06
Filing date: 1914-01-06
Publication date: 1915-08-17
Anticipated expiration: 1932-08-17

Description

c. R. WELCH. CONTROLLING APPARATUSFOR HOISTING ENGINES. APPLICATION FILED JAN. 6, I9I4.

1,150,721 Patented Aug. 1?, 1915.

2 SHEETS-SHEET I COLUMBIA PLANoaR/PH Co., WASHINGTON. D. C.

C. R. WELCH. CONTROLLING APPARATUS FOR HOISTING ENGINES. l APP-LICATION FILED JAN. 6,1914. 1,150,721 Patented Aug. 17, 1915.

2 SHEETS-SHEET 2.

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CLARENCE R. WELCH, OF PHOENIX, ARIZONA.

CONTROLLING APPARATUS FOR HOISTING-ENGINES.

Specification of Letters Patent.

Patented Aug. 17, 1915.

Application filed January 6, 1914. Serial No. 810,641.

T0 all whom t may concern.'

Be it known that I, CLARENCE R. WELCH, a citizen of the United States, residing at Phoenix, in the county of Maricopa and State of Arizona, have invented new and useful. Improvements in Controlling Apparatus for Hoisting-Engines, of which the following is a specification.

This invention has reference to controlling apparatus for hoisting engines, and more especially to apparatus of the type shown and described in my prior application, Serial Number 778,204, filed July 9, 1913. It proposes certain improvements in or relating to the trip mechanism and the actuating means therefor, with theobject of simplifying the same by the reduction of the number of working parts to a minimum, and of so arranging these parts as to provide for maximum compactness, without in any way impairing the requisite automatic action of the apparatus to apply thev brakes under predetermined conditions.

An embodiment of the invention is illustrated in the accompanying drawing, whereof Figure 1 is a plan view of the complete apparatus; and Figs. 2 and 3 are transverse vertical sections taken, respectively, on lines 2 2 and 3-3 Fig. 1.

In the present construction, as in the earlier one, depicted in the above-identified application, there is utilized, primarily, a fluidoperated brake-setting mechanism, the arrangement of which is such that the supply of motive fluid thereto is normally out off, but is opened automatically when the cage, (not shown), approaches either end of its travel in the elevator shaft, or the like, and, also, when the speed at which the engine is running becomes excessive. This mechanism may be of any desired type, and either single or duplex, and it is here represented, merely in a diagrammatic manner, as comprising a. lever 5 which has a suitable connection with the brakes, (not shown), and which is also connected to a piston 6 working in a cylinder 7, the movement of the piston necessary to operate said lever being effected by the entrance of the motive iiuid into said cylinder through the pipe `line 8. The passage of the motive fluid through the pipe line to the afore-mentioned cylinder is controlled by a suitable valve 9 which is itself controlled by the trip mechanism, both the latter and its actuating means or mechanism being simplified to a marked degree, according to this invention, as to the number of their component parts and to their actual mode of operation, as well. Thus, in the preferred form of the apparatus, as herein illustrated, there areemployed a single trip member and a single actuating device therefor. which device is operated automatically both when the cage reaches either end of the shaft and when the speed of the engine reaches the danger mark,= so that the same trip serves both as a terminal and as a speed trip. This trip is indicated by the numeral 10 and, as shown in Fig. 43, is substantially angular and is pivoted in a forked or bifurcated bracket 11 mounted on the base 12 of the apparatus. It controls the valve 9 through the agency of a bar 13 that extends across the headed end of the valve stem and has a loose or pivotal connection at one end with an upstanding post 14- attached to the pipe line, the said valve being normally held open by an expansible spring 15 which acts upon its stem. The other end of bar 13 is formed with al shoulder 1G, directly engageable by the hooked terminal 17 of the short, upper arm of the trip, whereby the closing of the valve and its retention in such position are effected.

The release of the trip from bar 13, and the consequent opening of the valve, take place when the said trip is rocked counterclockwise, (Fig. 3), about its pivot, such movement being produced by the actuating member 18 which is itself operated at the times and under the conditions previously specified. This member preferably consists of a flat bar, or the like. furnished at its ends with trunnions 19 which have a rocking iit in the lower ends of a pair of depending arms 2O fastened to a horizontal rock shaft 21, said shaft lbeing journaled in a pair of standards 22 mounted upon base 12. The said bar extends across the curved lower arm of the trip, andhas attached to its under face a shoe 23 which is arranged above the arm just mentioned and is shaped to conform to the upper face thereof, upon which face it directly rests, and'it is due to this mounting vor arrangement of the shoe relatively to the trip that the latter is actuated consequent upon the movements of the bar about to be described. Such movements may be effected through the agency of either primary or secondary operating means, the

latter of which s normally operative and Iet acts when the cage is about to complete its travel in either direction on the shaft, while the former acts at any point during such travel, but only when the engine is running at too high a speed.

Referring to Figs. 1 and 3, it will be seen that?, asin my prior construction, there is employed a horizontally-arranged, threaded shaft 24, which is journaled in the standards 22,-below and'to one side'of shaft 21 and has connected to one end thereof a chain-andsprocket, or other suitable gearing 25, said gearing being also connected with the engine shaft, (not shown), so that shaft 24 is, therefore, driven. at a speed directly proportional to thev speed at which the cage travels on the elevator shaft rThis shaft 24 carries the secondary operating means, which means is constituted by a traveler, hereshown as comprising a pair ofcollars 26 and 28whi'ch are straddledl by the legs of a pair of bifurcated

nuts

2,7 and 29 mounted side by side on a shaft 30 journaled in said standards below and parallel with the former shaft, the shaft 30 passing loosely-throughl openings in the legs of the said nuts, Each. collar has a key-andgrooveconnection 31 with shaft 24 to insu-re its rotation; therewith and movement thereon, the collar 26 being additionally provided with a lateral finger 32, and the collar 28 with a similar finger 33. The two collars are positioned identically with respect to each otherupon shaft 24, and; hence, retain such@ position throughout their travel, their travel-v always being iny the.; same direction, whether toward one end of the shaft or the other. The collar lingers cooperate with

shoulders

34 and 35 located at the opposite ends ofbar 18, one upon the upper facey of said-bar, and the other uponf its under face, the said shoulders being here shown as constituted by flat, plate-like members which project across the bar toward sha-ft 24 and are.v formed, ea'ohf, with aseriesy of steps of different lengths.

Considering so muchi of thev apparatus as has; already beenA described, it' will' be understood that the position of the traveler,

61,. the two collars, on shaft 24' approximately corresponds at all times to the position of the cage in the elevator sha'ftf rIhe longest steps of the two

shoulders

34 and 35 extend into the paths of movement of the collar fingers, and' since the two. collars travel forward and backward on shaft 24 and are caused torotate during. such time, it results that when' the collar 26'y reaches one end of the shaft, itsr finger 32 will engage and lift shoulder 34, thereby rocking barv 18 and, in consequence, causing its shoe 23 to depress thetripr 10A and release bar13. rlhe valve 9 controlled by the latter bar will* then open mmediateln whereupon motive ud Will flow 11h-mush. Saidvalve and the ripe; line into cylinder 7, and will operate piston 6 to shift the brake lever 5 and set the brakes, this braking taking. place automatically, as will be apparent, just about or shortly before the time that the cage reaches the corresponding end of the elevator shaft. The same action also takes place when the cage is traveling in the opposite direction, in which instance, however, bar 18 is rocked by the engagement of finger 33 with shoulder 35, the said bar turning in the opposite direction to that first described, since the direction of rotation of shaft 24 has been reversed.

1t isfto be observed that the afore-mentionedapplication of the brakes is effected at the end of eachascent or descent of the cage, and, under normal conditions; that is to say, when theengine is running at normal speed. Itis also intended: to effect the same operation,` automatically, at any intermediate point in the travel of the cage when the speedof the enginerisesbeyonda predetermined figure. The primary operating means or mechanism is employed; for such purpose, this mechanism likewise acting directly upon bar 18. In.' its preferred form, it consists, as shown, of a governor 36 having a suitable connection with the rock shaft 21A fromv which said bar 18: is suspended,l the arrangement being such that when that shaft is actuated,` it will effect a swinging movementof'sa'idl bar toward the threadedshaft 24, with the result that shoe 23 will move along the lower arm of the trip and depress the same by.: reason of its curvature.

The governor 36 has, by preference, the form depicted in Fig. 2, wherein it is shown as embodying a vertical, sleeve-like, hollow shaft 37 driven, by means of a gear connectionf38, from a` horizontal shafty 39, which latter is driven by a chain-andL-sprocket connection 40 from the threaded shaft 24, and

is supported and liournaled inf a sleeve-like extension 41 of a bracket42 mounted upon astand 43, this bracket being provided with a second sleeve 44 wherein shaft 37 is journaled. Shaft 37 carries the weighted governor arms 45 that act directly upon the headed upper end of a, vertical rod 46 which itsloosely within said shaft, asinf the earlier construction, said rod being normally. held in raised position by a lever 47. The lever 47 is fulcrumed intermediate its; ends upon a bracket 48 mounted on standI 43, and its outer arm carries a weight 49, while its inner arm has the lower end of rod 46` resting directly upon it and is connected by a link 50- to an arm4 51 fastened to the rock shaft 21. Thel first-mentioned arm is further provided with a forked terminal 52 whichstraddles a post 53 mounted upon an eXtension54 ofthe stand, this post having a Weight or weights 551 slidably fitted thereon.

Consequently, when the engine is running at normal speed, the action of weight 49 will maintain the outer arm of lever 47 depressed, while the inner arm, and, therefore, the rod 46, will be elevated. On the other hand, when the speed of the engine becomes excessive, the outward movement of the'governor arms 45 will depress said rod and the inner lever arm, lirst against the action of said weight, and, ultimately, against the combined action of that weight and the weight or weights 55. This downward movement of the said inner lever arm will be transmitted, through the parts 50 and 51, to the rock shaft 21, with the result that the latter and its arms 20 are turned or swung toward shaft 24, carrying the actuating bar 18 and its shoe 23 with them in the same direction, whereby said shoe is caused to depress the free end of the lower arm of the trip and thus release its hooked upper end fromv engagement with the valve-controlling bar 13. Valve 9 will then open, as before, to permit the motive fluid to set the brakes. y

The complete operation is believed to be apparent from the foregoing, and description thereof is, accordingly, omitted, but it is to be noted that a single trip-actuating member only is employed, which member acts to release the trip, both when the cage approaches either end of its travel,and when the speed of the engine reaches a point suiliciently high to eect the rocking of the lever 47 by the governor. In this way, the number of main working parts of the apparatus is reduced to a minimum, and the. apparatus itself is proportionately simplified,

and cheapened as to its cost of manufacture and installation. Also, the arrangement of the several parts is such that they occupy a minimum space, without, however, offering any interference to their individual operation, or to that of the engine.

It is nally to be noted that the trip is directly released in both instances by means of the shoe on the actuating member. This member has two different movements imparted to it, one when acted on by the secondary operating means, and the other when acted on by the primary operating means. In the former case, the said member and its shoe 'are rocked bodily, and with relation both to the supporting arms 20, and to the trip, and it is the pressure exerted by the shoe upon the trip, during this rocking movement, which depresses the lower arm of the trip; while in the other case, the member and its supporting arms are swung together toward the free end of the lower trip arm, the curvature of said arm being such as to insure its depression when the shoe moves along and upon it.

Having described my invention, I claim 1. In an engine-controlling apparatus, the combination, with a trip; of a horizontal trip-actuating member extending across said trip `and engaged therewith; mechanism for rocking said member about its longitudinal axis, to cause it to press against and actuate the trip; and a mechanism independent of the first-named mechanism for swinging said member bodily longitudinally of said trip to cause it to press against and actuate the same.

2. In an engine-controlling apparatus, the combination, with a trip; of a horizontal trip-actuating member extending across said trip and engaged therewith; mechanism for rocking said member about its longitudinal axis, to cause it to press against and actuate the trip; and a mechanism independent of the first-named mechanism for swinging said member bodily longitudinally of said trip to cause it to press against and actuate the same, one of said mechanisms being normally operative and the other normally inoperative.

3. In an engine-controlling apparatus, the combination, with a trip; of a horizontal trip-actuating member extending across said trip and engaged therewith; normally operative mechanism for rocking said member about its longitudinal axis, to cause it to press against and actuate the trip; and normally inoperative mechanism independent of the first-named mechanism for swinging said member bodily longitudinally of said trip to cause it to press against and actuate the same.

4.l `In an engine-controlling apparatus, the combination, with a pivotally mounted trip having a substantially-horizontal operating arm and a member directly engaged by said trip and releasable upon the actuation thereof; of a trip-actuating member having a shoe engageable with said arm; and mechanism for moving said shoe-carrying member bodily over said arm, to cause its shoe to travel along the latter and depress the same.

5. In an engine-controlling apparatus, the combination, with a pivotally-mounted trip having a substantially-horizontal operating arm; of a horizontal trip-actuating member extending above and across said arm and having a shoe resting upon the same; and mechanism for rocking said member about its longitudinal axis, to cause said shoe to press upon and actuate said arm.

6. In an engine-controlling apparatus, the combination, with a pivotally-mounted trip having a substantially-horizontal operating arm; of a horizontal trip-actuating member extending above and across said arm and having a shoe resting upon the same; and separate mechanisms for moving said member bodily over said arm and for rocking it about its longitudinal axis, to cause said shoe to press upon and actuate said arm.

7. In an engine-controlling apparatus, the combination, with a pivotally-mounted trip having e .Curved epereting area; .ef a .teinactuating member extending over lsaidarm and provided upon its under face'ivith la shoe Whose lower `edge rests directly upon the upper edge of said-arm midis shaped to conform thereto; and means for moving said member With relation to said trip, to cause its shoe tov depress said arm.

8. In'an engine-controlling apparatus, the combination, with a pivotally-mounted trip having a curved operating arm; Yof a tripactuating member extending over said `arm and provided upon its under `face With a shoe whose lower edge yrests directly upon the upper edge of said arm and is Shaped to conform thereto; and mechanism for moving said member laterally, to cause its shoe to travel along and depressisaid arm.

9. In an engine-controlling apparatus, the

of a `horizontallycombination, with a trip; d p mounted rock shaft and ya support therefor located adjacent the trip; a tripfa'ctuating member suspended from said shaft and engageable With said trip; and mechanism for rocking said shaft about its axis,y to in iplart a bodily swinging movement to ysaid"member, to'cause it .to `press against and ,actuat'e said trip. f N

y10. `In an engine-controlling apparatus, the combination with a trip; of a' horizontally-mounted rock shaft and a support therefor located adjacent they trip; a of depending arms fixed to said shaft; a rocking trip-actuating member mounted in said arme and eeteedieg ever eeid fiele .fer ee- Veeeemeleeattelleevitith; 111 haeieel fell' reeleeg eeid-ehe'eie wieg ealel 411iembfer balilla `tevarld Seid iria 'te egetiiate the Seeley and meehenielis f0.1 'fe-ekeg ,Sad member febeet iteleneitudiee-.l eerie ele eeeee it te -eeeeee said tri-p.

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