US1314675A - Hoisting-engine control - Google Patents

Description

v w. J. LILLY.

HOISTING ENGINE CONTROL.

APPLICATION FILED MAY '6' l ll. 1 3 1 4:, 675 Patented Sept. 2, 1919.

5 SHEETS-SHEET1- luv 5mm Lad/ A TTQHWEVS J. LILLY. HOISTING ENGINE CONTROL.

APPLICATION FILED MAY 16- I917.

Patented Sept. 2, 1919.

5 SHEETS-SHEET 2.

MWENTOR v/LL A rronusrs W. J. |.|LLY- HOIS TING ENGINE comm. APPLICATION FILED MAY 16' 1917. 1,314,675. Patented Sept-2, 1919;

5 $HEETSSHEET 3.

WITNESSES mi k/v ran MM Paw 3.211% B) A TTORNEYS W. J. LILLY.

HOISTING ENGINE CONTROL.

APPLICATION FILED mvls. m2.

v 1,314,675. Paten'tedSept. 2,1919.

5 SHEETS-SHEET 4- 01% L hit/.4121 M M 4 TTORNEYS WITNESSES a p" W. J. LILLY.

HOISTINGENGINE CONTROL. APPLICATION FILED MAYIB. 1911.

\w I Z Patented Sept. 2, 1919.

5 SHEETS-SHEET 5.

WITNESSES A TTORNEYS UNITED STATES PATENT OFFICE.

WILLIAM JAMES LILLY, BUTTE, MONTANA.

I-IOISTING-ENGINE CONTROL.

- which the following is a full, clear, and eX act description.

My invention relates to the control of hoisting engines and parts associated there with, my purpose being to prevent overspeeding of the hoisting mechanism carrying the skip or cage, also the prevention of hoisting the cage beyond a predetermined point at the top, or lowering it into the sump at the bottom.

More particularly stated, my invention comprehends improved mechanism, controllable by the speed of the hoisting mechanism, for shutting off the power of the hoistmg engine and for applying the brake mechanism.

' My invention further comprehends mechanism, controllable partly by the speed of the hoisting mechanism and partly by the relative positions assumed by various movable parts for stopping the hoisting engine and applying the brake mechanism in the event that the operator fails to check the speed of the hoisting mechanism when the skip or cage reaches the proximate end of its trip either upward or downward.

Reference is made to the accompanying drawings forming a part of this specification, and in which like letters indicate like parts.

Figure 1 is a side view, partly in elevation and partly diagrammatic, showing my device used in connection with a hoisting engine and brake mechanism associated therewith;

Figs. 2 and 3 are respectively front and rear views of the mechanism for throwing the tripping device into action when the hoisting engine is overspeeding or overwinding; also for giving the alarm when the engine is beginning to overspeed or overwind, and for giving the engineer the signal when the cage or skip is nearing the landing on the surface or at the bottom of the shaft; also for regulating the speed of the brake control mechanism;

Fig. 4 is a detail view, in side elevation, of Fig. 2;

Fig. 5 is a detail view of the electrical make and break device;

Specification of Letters Patent.

Patented Sept. 2, 1919.

Application filed May 16, 1917. Serial No. 169,150.

Fig. 6 is a sectional view on the line 66, Fig. 2;

Fig. 7 IS a perspective view of the tripping mechanism for operating the throttle and brake;

Fig. 8 is an elevation of the mechanism for producing instant action on the brakes and throttle of hoist in case the cages or skips are carried beyond the limits of safety at the top of head frame; and

Fig. 9 is a detail view of part of the tripping mechanism.

The hoisting engine cylinder is shown at 4, the throttle valve at 5, the throttle mechanism at 6, and the throttle shaft at 7. Mounted rigidly upon this throttle shaft is an arm 8. An actuating bar 9 is provided at one of its ends with a link 10, the latter fitting slidably upon a pin 11 carried by "the arm 8. lVhen the actuating bar 9 is moved obliquely downward in the general direction of its length, the throttle mechanism is actuated and the engine is stopped.

Various parts of the engine are shown at 12, and at 13 is a connecting rod for actuating the throttle mechanism independently of the actuating bar 9. A lever 14 is disposed adjacent a platform 15, serving as the engineers stand, and the lever 14 is connected with the rod 13.

The brake drum, forming a part of the hoisting mechanism, is shown at 16. The brake shoes appear at 17, and connected with them are brake levers 18. The brake shoes are supported upon rocking arms 19, having the usual or any preferred form. Connected with the brake levers 18 are rods 20, which are also connected to a lever 21 which is journaled upon a pedestal 22. Pivotally connected to the lever 21 is connecting rod 23. The latter being also connected by a pivot 24 with the sliding head of a brake engine 25. This brake engine may be substantially of the usual or any desired construction.

The brake drum 1G is provided with gearing 26, the latter being connected with a revoluble shaft 27, this shaft being connected by gearing 28 with a countershaft 29, commonly used for operating the engine indieathe control mechanism.

"on' the shaft ea'rig.

2, is mounted a worm 33, meshing with a worm wheel 35 on the shaft 44 that carries and revolves a disk 45 in a clockwise and contra-clockw se direction in unison with the hoisting drum on the engine. Mounted also upon the shaft 29 is a-gear 36, which meshes with 'a pinion -37 which is mounted on the shaft 37 on the other end of which isa gear 38, that meshes with a gear 39 which revolves; the'fiy balls 40 of the governor on the top of stand;42. The governor ball arms engage at 40 the upperend of a sliding rod 41, adapted to play vertically. The bottom of the rod 41 rests in a step bearing 41 on the upper end of a rod 41*, which slides up and down vertically in proportion tothe rising and lowering of the fiyballs 40 of thegovernor.

56, which carries contacts 52and 53, which The step bearing. 41 is recessed at 41 to accommodate the end of a lever 57 which is mounted rigidly on ashaft 55 said lever 57 having at its extremity a weight 57 An oil dash pot 57 t is supported by means of a bracket 57 which is adjustably atincreasesthe range of operation of the governor, producing quicker action on starting a load. by means of the spring assisting in the raising of the weight 57 and increasing the range of action of governor when slowing down the engine by retarding the dropping of weight.

- On'the shaft 55 is also mounted an arm are mounted on springs 52 and 53*, which are secured to the arm 56 by means of a 7 bolt 52 An arm is loosely mounted on a pin 54, and on the side of the arm is attached a roller 49, and on the end of the arm is a contact 51.

Electric wires 51, 52 and 53 are con nected to the contacts 51, 52 and 53, respectively. These wires are extended to connect with the bell 67, battery 68 and coil 69, as

' shown in Fig. 1.

On the inside face of disk 45 is adjustably mounted a cam 58'. On the outside face of the diskare slidably mounted cams 46 and 46* by means of bolts 47 and 47 which are slidable in the groove 48. Pivotally mounted on one of the bearing boxes 34 for the shaft 29, by means of pin 59, is a bell crank lever 59, one end 59* of which is so positioned that it is'in line with the path of travel ofthe cam 58, while onthe other end is pivoted I at 59 a lever 60, which has its upper end connected with the arm 50 by means of a connecting rod 63. Thelower end ofithe ns14p75 positioned in the path of travel of acam 62,- which is attached to the hub of the gear 36 by means of a screw 66.. A spring .61 is connected with the lever 60 and the'lever 59 tive to eachother;

' lever 60 has abevel projection 60 which is.

so as to keep them in correct positionrela:

The shaft. 44, which extends entirelythrough stand 42, has mounted upon itlthe 7 disk 45, theworm wheel 35 and the disk 43.

-Mounted sl-idably on the face of the disk 43 are spaced cams 77 and 77 which are-used. ,for the purpose of operating brake lever f {stop 81, Fig. 7. On the rim of the disk 43 is a trip 7 0, which is secured to the rim of .ldisk by means of the screw 7 0 and is so positioned that when the skip or cage isat a predetermined distance from the top land-:

. ing the circuit between the-wires74 and 7 5-,; i

i is closed by means of the trip; 7 0 coming in' contact with the pin 71 and forcing the "spring 72 in contact with 73, which causes 1the bell 67 to ring tonotify the engineer for slowing down the engine for the top. landing.

Fig. 7 representsthe weight and tripping mechanism for operating the throttle and the brakes of hoist. Mounted rigidly upon the shaft 93 is an arm 104, and thisarm car .ries a weight 101 i for turning the shaft 93. The arm 104 is connected with a dash pot 102, for preventing unduly rapid or jerky movement of the arms and valves. On

' one end of the shaft 93 issecurely mounted 1 an arm 108, to which is connected the rod 9 for operating the throttle valve, and on the other end are arms 82 and 83 for operating the brake engine mechanism. 7 .The. arm 82 isloosely mounted on the shaft: and issup;

- ported by a projection 83 on the lever 83,

.. Mounted on thelever 82 is a rod 84 vha'ving lever 82 and a lug 33" on the lever 83, for

the purpose of operating the brake engine valve. Near the end of the lever 82 is coni05 which is rigidly mounted on the shaft 93. I

a spring 84 for giving tension between the nected a rod 86 by means ofa pin 86, and

at the top of the rod 86 a' loop is provided for the purpose of permitting freemov'ement of the arm 91 when the engineer is operating. the brake.

p A latch 88 is con-' nected to the upper part of the loop for the I purpose of latching the pin .90 when the weight 101 is released and the loop pulls down on the pin 90, thus preventing the. pin from .being jerked beyond the point deter mined for the proper operation of the brake. A rod 92 is connected to the latch SSEand extends through the projection 83 having a spring 87 and nuts at the bottom for the adj justment of the latch 88. on the end ofthe arm .82 is a projection 82 which extends 1 downward for the purpose of resting on stop 81.. The shaft 93 is alsoprovided with a spring 105, which may used for thepura pin 100.

pose of producing tension to the shaft in place of the weight 101, or may be used in connection with theweight for increasing the tension when desired. The weight 101 is supported by means of a lever 100, which is pivoted to the standard 99 by means of At the other end of the lever 100 is a lug 100 which projects underneath a lever 98, and in turn is held in place by means of a latch 97. Connected to the latch near its upper end is a link 96, to which is connected the end of lever 95.

The lower end of this bell crank lever is placed in line with the plunger 94 of an electric coil 69, which is designed for the purpose of trip ping the latch 97 when the control mechanism is brought into action for stopping the engine.

Fig. 8 represents a supplementary device which may be placed on the head frame, directly under the sheaves, for the purpose of shutting the throttle and applying the hoisting without load, may be greater than the space between the top of cage and the sheave. This supplementary device consists of bell-crank levers 111, rod 114 for connecting from the bell crank lever; to cross bar 117 at thetop, under which is a spring for holding the bell crank levers 111 in position.

On one end of the cross bar is a contact 119, while on the other end is a guide rod 115 for keepingbar in. line. Underneath the .contact 119 is an adjustable contact .120, having a spring 118 for keeping contact in proper position.

The operation of my device is as follows: The parts being assembled and arranged I as described, the engineer starts up the hoisting engine to raise or lower the load, consisting, say, of askip or cage. If the load is to be hoisted, the movement of the revoluble parts is such that the disk 45 turns in a contra-clockwise direction, and when the en me is operated at normal speed, the speec of the governor forces the stem 41 downward, which,.by means of lever 57, shaft 55 and arm 56, brings the contact 52 down inclose proximityto the contact 51. In case the engine increases 1 speed beyond the normal speed, the rising of the governor balls brings the contacts52 and 51 together, thus closing circuit between the electric wires 51 and 52, which causes the bell 67, in Fig. 1,.to ring the alarm for overspeeding, thus giving the engineer an opportunity for reducing the speed of engine to normal. In case, however, the engine is allowed to slightly increase its speed after ringing the alarm, the increased speed of the governor forces the contact 53 down against the top of the contact 52, which closes circuit between electric wires 53 and 51, and connect with the battery 68 and electric coil 69 shown in Fig. 1, thus causing the plunger 94 to strike the lever 95, which'in turn, by means of toggle action of lever 95 and link 96, forces the latch 97 from the end of the lever 98 and thereby releases the lever 100 and permits the weight 101 to drop. When the weightv drops, the throttle valve is instantly closed by means of the arm 108 and rod 9. The dropping of weight also forces the lever 82 downward, by means of the set screw 85 and spring 84, until the lug 82 rests on the top.

of the stop 81, which by means of the rod 86 and loop 89 pulls down on the pin 90, which sets the brake of the hoisting engine and stops the engine. lrVhen the loop 89 comes in contact with the pin 90, the latch 88 is in position to be thrust underneath the pin 90, which is accomplished by the lever end 82" coming in contact with the stop 81, when lever support 83 continues its dowward course until the set screw 85 rests on the top of the lever 82, which action throws the latch 88 under the pin to prevent it being carried too far by the momentum of the downward stroke. In ordinary performances of hoisting, when the cageor skip is within a certain predetermined distance from the top landing, the cam 70, in Fig. 3, comes in contact with 71, which closes the circuit between electric wires 74 and 75, and causes-bell 67, in Fig. 1, to ring, thus notifying the engineer when it is time to slow down the engine. In case the engineer fails to reduce the speed of engine, the cam 46, in Fig. 2, which is secured to the rim of the disk 45, travels under the roller 49, and carries contact 51 upward until it closes the circuit between contacts 51 and 52, causing the bell 67 to ring the alarm for the engineer to slow down the engine. In case the engineer does not immediately respond, a contact is made between 52 and 53, which closes the circuit between electric wires 51 and53 and instantly releases the weight 101 by means of the coil 69, which closes throttle valve and sets the brake.

In case the engineer slows down the speed of the engine on approaching the top landing, then as the cam 46 passes under the roller 49, which raises the contact 51, the slowing down of the governor gradually drawsthe contact 52 upward away from the contact 51 so that the control is not called into service to sto the hoist in the slowing down process if t e work is properly done by the engineer. If, however, the engineer fails to perform the process of slowing down the engine and stopping at the landing in proper manner, the cam 46 continues to raise the contact 51 until it strikes 52, which closes circuit and rings the alarm, and in ,130

throttle is closed and the stopstheengineJ ward inthe path'oftravel of the tri adjustedthat when thecage is hoisted to the point of landlng, the trip 1s'1n close case the engineer does not immediately respond, the circuit between 52 and" 53 is closed and the weight 101'is instantlyf re leased by means of the coil 69, and the brake set, which 4 l/Vhen'the cage, is within 'a shortfdistance of the top landing, the cam 58,which is attached to the rear of rim of the disk 45, comes in contact with projection59 -on' the lever 59, which carries the projection 60* forproximity to the projection 60 In case the cage is carried a few inches beyond the predetermined limit of travel, or in case' the en- T gineer fails to reverse the engine after making a landing and moves the engine 1n the j '20" wrong direction, the cam 62 on accountof'its highspeed, instantly strikes the projection 60 on the lever 60, which ispivotedfat' 59, and by means of'the connecting rod 63 and leverj64, instantly closes the circuit between the contacts 51, 52 and 53, which causes the release of the weight 101, that closes the throttle valve, sets the brake and stops the engine. V r

" This high speed "trip is very desirable where thedistance is limited between the cage and the sheave when the cage is at the upper landing. The same'high speed tripping mechanlsm maybe used for the bottom if it is desired,

by attaching'a cam to the disk for the bottom landing similar to the cam 58. r

The variable speed mechanism for the brake system, shown in Fig. 3, is (adapted for all engines of high-speed, where it is dangerous: to apply the brakes suddenly when the engine is running at its highest speed. When the hoistis running and cage or skip is travelingfbetween the polnts stop 81 is in this position, the tripping of theweight'101 forces the projection 82 of the lever 82 down'upon the top of the stop 81,

in which position the loop 89 pulls thebrake engine valve lever downward sufficiently to apply brake gradually, so as to avoid shock or jar to the engine, or to men on cage in the shaft. When the cage isnearing the end "of trip, where the slowing down process begins, the cams 77 are so adjusted thatithe roller} 78'yconies incontactwith the cam,

which forces the roller downward, which 'inturnswings the stop 81 back so that in l case theengine is not stopped at the proper place for making the landing and the con- V trolling mechanism is brought into requisk tion, the weight 101 is tripped and the lever 82is forced down until the projection 82 rests at the bottom of notches 81 which opens brake valve to its widest angle, by means; of the loop 89 pulling down the lever 91, which causes the brake to be ap c plied "at its quickestspeed, stopping theengine in the shortest possible time. Thus it will be seen that in direct inverted ratio to the slowing down of the, hoist is the movement of the mechanism for :increasing the 1 speed of'the brakes, making it impossible to apply brakes suddenly when engine is run 'ning at high speed, and as the speed of hoist is reduced the stop 81 is gradually swung backso that'in case the engine is not slowed down within the limits of safety, the weight 101 is tripped-by the closing of the circuits between contacts 51, 52 and 53, which causes the lever projection 82 to drop onthe notches 81, which produces variable speed in the applicationof brake in proportion to,

the drop of the lever 82.

Asupplementary device is shown in Fig.

8, which represents a dead-line trip forat v taching to the head frame, directly underneath the sheave. This appliance is desirable in cases where there is great variation in the winding of rope on drum of hoisting engine on account of great depth of shaft,

wherein there is a difference of several feet in the position'of cage, with relation to the mark on drum, or'indicator, in the Winding, of rope with .a heavyload and winding; w1thout load, and where the distance between the cage, and the sheave is very limited when the cage is at its landing onlthe top,-

This appliance is rigidly attached to'the head frame so that in case the cage or skip travels too close to the sheave for safety when winding without load to a mark on drum, the safety dogs 110, with which all cages are supposed to be equipped, strikes the projecting lever 111, which by means of bell crank 111 and connecting rod 114, pulls down on the bar 117 and closes circuit be" 'tween the contacts 119 and 120, and by means of the wires 121 and 122, which are 1 connected to the battery 68 and coil 69, shuts off the power and applies brake, as previously explained, which instantly stops enine. Y When the controlling mechanism has performed its function in stopping the engine, the weight 101, in Fig. 7, is raised and latched, as before, when'it is again ready for action. 7 V

- Having thus described my invention, I claim as new and desire to secure Patent:

1. A device of the class described includbrake mechanism, a contact movable by the by Letters 'ing a governor, a throttle mechanism, a

governor, a movable element, driving means for the governor and the" element, a second contact operated by the said element, and

' electrical means controlled by the contacts for controlling the throttle and brake mechanisms when the speed of the governor exceedsa certain point and when the said element overtravels.

2. A device of the class described including a' governor, a throttle mechanism, a

nisms when the speed of the governor ex ceeds a certain point and when the saidelement overtravels, a contact intermediate the first-mentioned contacts and movable with one of the same to engage the other contact, and an electrical signal device energized a when the intermediate contact engages its companion contact.

3. In an apparatus of the class described, the combination of an engine, a throttle mechanism for the engine, a governor driven thereby, an elementalso driven by the engine, and separately actuated contacts 1 being actuated by the governor and the other by the said element for controlling the throttle mechanism.

4:. In an apparatus of the class described, the combination of an engine, a throttle mechanism for the engine, a governor driven thereby, an element also driven by the engine, electrical means actuated by the governor or by the said element for controlling the throttle mechanism, and electrical means controlled by the governor or said element for sounding a signal before the first-mentioned electrical means becomes operative.

5. Thecombination of a prime mover, a controller therefor, a governor driven by the prime mover, an element movable by the prime mover, relatively movable contacts controlled by the governor, electrical means energized when the contacts reach closedcircuit position for operating the controller to stop the prime mover, and separate adjustable members on the said element for op-' erating the movable contact when the element reaches the limit of its movement in either direction.

6. In an apparatus of the class described, the combination of a prime mover, stop means therefor, a governor driven by the prime mover, an element driven by the prime mover in either direction, a lever moved by the element and whose movement is controlled by the governor, contacts actuated by the lever, and electrical means for operating the stop means whenthe contacts engage;

7. In an apparatus of the class described,

the combination of a prime mover, stop means therefor, a governor driven by the prime mover, an element driven by the prime mover in either direction, a lever moved by the element and whose movement is controlled by the governor, contacts actuated by the levers, electrical means for operating the stop means when the contacts engage, a third contact arranged between the firstmentioned contacts and mounted on the said lever and normally insulated from the contact thereof, and a signal circuit controlled by the engagement of the third contact With one of the other contacts, whereby a signal will be given before the stop means is operated.

8. The combination of a prime mover, stop means therefor, a rotary element movable in opposite directions by the prime mover, adjustable cams thereon, a movable member operated by either cam, contacts engaged and disengaged by the movement of the member, and electrical means controlled by the contacts for operating the stop means.

9. The combination of a prime mover, stop means therefor, a rotary element movable in opposite directions by the prime mover, adjustable cams thereon, a movable member operated by either cam, contacts engaged and disengaged by the movement of the member, a second member, contacts on the members, a governor operatively connected with the second member and driven by the prime mover, said members being normally separated from each other, electrical contacts on the members, and electrical means energized by the contacts engaging to operate the stop means.

10. The combination of a cage-hoisting prime mover, a stop means therefor, a circuit make and break device including a movable member, electrical means controlled by the device for operating the stop means, an element movable with the prime mover, devices on the element for operating the make and break device at the end of the cage travel in either direction, and means for operating the make and break device in case of over-speeding of the cage.

11. The combination of a cage-hoisting prime mover, a stop means therefor, an electrical means for operating the stop means, a governor connected with the prime mover, an element rotatable in either direction by the prime mover, a weighted lever connected with the governor, an arm connected with the lever, a second arm, contacts on the arms for controlling the circuit ofthe electrical means, and means on the said element for actuating the last-mentioned arm.

"12. The combination of a cage-hoisting prime mover, stop means therefor including a brake and throttle device, an electrical means for operating the stop means, a governor including a rotatable member, a second member engaged with and reciprocatedby V cam, a second element operating simultane= Ously with the cage, and means actuated by the first member, a lever. connected with the' second member,.and a make and break device actuated by the lever for controlling the electrical means. i r

l8. The combination of a cage-hoisting prime mover, stop means'therefor, a governor,-a make and break devicehaving rela tively movable contacts, means for moving,

' oneof the contacts'bythe governor, an elec trical means controlled'by the make and break device for operating the stop means, an element movable with the cage, a camicar-v ried by the element, a lever actuated by the the lever for jactuation by the second element to :operate rthe other contact of the make and break device than the one con-v nected withthe governor. V r '14:" Thelcombination of a v cage-hoisting prime mover an electrically operated stop means'therefor,-a make and break device for controlling the stop means, an element movable siinultaneouslyxwith the cage, a camon 15;. The combination of a cage hoisting prime rmover; electrically operated stop means therefor, a" governor, a make and break device for the stopmeans and operated by separate agencies, one agency including a governor and the other'agency comprising thefollowing: an element movable simulta neously with the cage, a cam on the element,

a second element movable with the cage, a

cam' thereon, andmeans moved by the first cam into the path of the second camand connected. I Withthe "make and 7, break. device for actuating the;same.

" .16. The :combinatlon of a cage hoisting, prime mover, electrically operated stop.

'means therefor, a governor, a make f and break devlce for the-stop means and oper-l ated by separate agencies,one agencyincludmg a governor and the other agency comprising vtherfollowing: an element movable simultaneously with the cage,a cam on the element, afisecond, element movable with the cage, a cam; thereonya lever actuatedby the .first earn, a second-levermounted on the first lever and 7 moved thereby into ;the path of the second cam, spring means'fbetweenthfe levers :forj holding i the second: lever yieldingly in a predetermined-position, and acon- IlGOtlOIi between the second lever {and the 'makekand break" device for operating .the

latter. U r

7 ,,;.17.1 h,.amtaaiaea a'ge-hoi sti ng' aweare 1 were e v e h e aw re-e ga e e t engine, a throttle therefor,abrakefand an automatic mechanism for operating the brake and throttle, said mechanism comprismally' holding the same in running position,

electrical means for releasing I, the. device,-:

ing a Weighted element,- a devicefornor-- travel of the cage to;operate-. the electrical means, and means controlling the operation of the brake by the weighted element ,to act t gradually or suddenly.

18'. Thecombination of a"cage hoisting prime mover, a brake, a weighted element 75. r 1 iv tending to operate the brake, an arm movable with the element, an adjustable stoplforengagement by the arm :forcontrolling. thel gradual'or" sudden operation of the brake,: said brake including a lever, ;a'membercon-. nected withthe. arm, a slot and pin "connec I 'tion between the member and brake lever,;apivoted device onthe loop ofthemember to:

engage the pin, and a rod connected'with the device and yieldingly connected with Jthej 19. The combination of a @cage-hoistingH j' L prime mover, a brake, a weighted element tending to operate thebrake, an-arm mov-i able with, the element, an adjustable stopfor,

engagement by the arm for controlling the nected with the'weighted elemen't,f-the first-. mentioned arm being *niovably" connected with the said :weighted'relement, saidrod ,being connectedwith. the .Efirst-mentioned c armthrjoughcthe l eecond mentioned arm, cushioning .means'betweenithe-armsg and 1 an a adjustablel memberi on'the-s'econd arm for: engaging the first-mentioned arm; 1

.c 20. an apparatusloftheclass described; the combinationrof a weighted element, a

V shaft ;to which the; element is connected, 7 a

throttle mechanism connected with the shaft,

1 1d if -a device forholdingtheielement raised-,Zelectrically operated means-for relea'sing the de-.

vice to permit the .elementto drop, fixed and .1; loose arms on-theshaft, members on the fixed arm to engage and move the loose arm,

spring means between the arms, a rod eon- 'nected with the loose arm and havinga loop, 7

a'brakescontrolling lever having a pin engaging inthe loop,:a pivoted ;member on the loop, a rod connected with themember and yieldingly connected with the loose arm, and

means for-varying the movementof the'looise arm-under. the action-"of the weightedele= ment to variably operate the brake-control linglevem 1 a: WILLIAM JAMES wasmngeer. er"

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