US1418089A

US1418089A - Spring cable hitch

Info

Publication number: US1418089A
Application number: US305142A
Authority: US
Inventors: David L Lindquist
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1919-06-18
Filing date: 1919-06-18
Publication date: 1922-05-30
Anticipated expiration: 1939-05-30

Description

' D. L. LINDQUIST.

SPRING CABLE HITCH.

APPLICATION FILED JUNE 18,-1919.

Paten 1 M y 3% 19 22.

2 SHEETS-SHEET 1 ATTORNEYS D. L. LINDQUIST. SPRING CABLE HITCH- APPLICATION HLED JUNE 18. 1919.

mwmso Pamnted May 39, 1922..

2 SHEETSS HEET 2- 3 WMMIZOZ in a single wrap ELIE PATTE QF DAVID L. LINDQUIST, OF HARTSDALE, NEW YORK, ASSIGNOR TO OTIS ELEVATOR COMPANY, OE JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

SPRING CABLE HITCH.

' Application filed June 18,

To all tcizoma't may concern: N

' .Be it known that I, DAvm L. LIND UIST, a subject of the King of Sweden, residing in Hartsdale. in the county of IVestchester and State of New York, have invented a new and useful Improvement in Spring Cable Hitches, of which the following is a specification. 1

This invention relates to improvements for attaching the ends of the leads of theseveral hoisting ropes of the elevator car and the counterweight, in a single wrap traction elevator machine, particularly of high rise, in which it is desirable or necessary to equalize the effective length'of the different ropes, which will vary dueto slight imperfections in the grooves of the driving sheave. deviation in the true alignment of the ropes and 4 the grooves with each other or variations or counterweight. which shall operate automatically to equalize the effective length of the ropes. Second: to neutralize the twisting and to minimize the creeping of the ropes; third: to minimize the wear of the ropes and the driving sheave. One of the improvements consists in introducing a coiled metallic spring or other mere equivalent resilient elementatthe end of the leads of the rope where they are attached to the car and counterweight, the ropes being passed or half turn around the driving sheave. and the car and counterweightsuspended from the ends of the leads of the ropes.

As has already been stated in effect, in a traction elevator machine, the car is usually hung substantially from one end of the hoisting rope and the counterweight for the car from -the other end; and the transmission working parts are reduced to the fewest and simplest parts. They comprise'essentially a hoisting motor and a traction driving sheave with grooves in its face in which lay the hoisting ropes for the car and counterweight, passed over the sheave and laid in the grooves, and the ends of the leads of the ropes are made fast to the car and the counterweight or may be passed under an idler sheave on the car and counterweight and the ends of the leads made fast to the Specification of Letters Patent.

1919. Serial No. 305,142;

structure supporting the hoisting motor; in some installations, a deflecting sheave may be added to deflect the leads from the drivin sheave to the car and counterweight.

eretofore, in actual service conditions of the elevator, it has been the practice to wrap the hoisting ropes a second time or with two half turns around. the hoisting sheave and the deflecting sheave. thereby giving two half wraps on the hoisting sheave, which plan provides the necessary traction between the sheave and rope. In that practice the grooves in the sheaves are usually round, and the rope lays on the bottom of the groove, substantially without any binding between loads of the car in the service conditions of the elevator. It is the custom to provide several hoisting ropes, and in the arrangement of two half turns or wraps of the ropes around the sheave, it is not necessary in the operation of the elevator to equalize the strains among beyond the usual shop practice of forming the grooves as perfectly as might be in the work of making them, selecting ropes of the same diameter and arranging the leads to be all of equal length or as nearly so as practicable, aligning the ropes and the grooves with each other as well as can be done in the work of erecting and installing the elevator, and attaching each rope to the car with a swivel rope hitch, which allows a gradual creeping of the rope and minimizes any excessive twisting strain therein and relieves the rope of the bending strains at its junction with the hitch, principally caused by vibration of the rope.

' It was known, however, that the hoisting rope might be passed around the hoisting sheave merely in a single half turn or wrap, which would give only a half turn of contact between the hoisting sheave and the rope,

and yet sulficienttractive effect be secured between the sheave and rope for all the rated duties ofthe elevator in service conditions, particularly if a groove of special form was provided to bind the rope. In installations of traction elevators, there may be as many as two, four or six ropes or even a larger number of them; in ordinary conditions, the machine is usually provided with six ropes, of soft steel material. In actual service of the elevator in which the rope has double Patented May so, 1922.

the grooves and the rope. They plan is found tobe adequate for all rat 1' the different hoisting ropes the hoisting sheave, with special form of groove to bind the ropes, there is apt to be extra wear between the groove and the rope; this is particularly trueof traction machines for high rise, and consequent; long length of rope; and therefore, it is desirable, if not provided and secured to the car frame, which.

may be possi le.

essential, to reduce the wear. It is found that wear can be reduced by equalizing the effective length of the different leads of the ropes between the sheave and car and sheave and counterweight, which length will vary, due to slight inaccuracies in the grooves and the size of the ropesfand lack of true alignment of grooves and ropes. Also that wear can be reduced by neutralizing the twisting of the ropes at their respective ends and by so doing prevent those sections of the ropes, which are engaged with the grooves of the driving sheave, from twisting and oree ing.

It has een found that one of the simplest means to'obtain the above mentioned reduc tion of wear is to introduce metallic spiral springs on the thimble-rods of the hitch for the ropes at the end of the leads of the ropes between the sheave and 'the car and the sheave and counterweight. Springs of proper strength are selected to suit the load capacity or duty of the elevatorand of sufli- 'cient elasticity to suit the height of rise or travel of the car and counterweight or the length of the rope.

In addition to metallic spring equalizers between the sheave, car and counterweight, it is also desirable, if not essential, as a matter I of good practice to arrange the hitches for the leads of the ropes on both car and counterweight so that all the leads will be of eual length or as nearly so as In the case of the car, a single swivel hitch for all of the ropes is hitch can be readily turned: to suit all of the leads of the ropes. It consists of a cast steel block cored with openings for all of the leads, and held in place in the head of the car frame by means of plates which erm it the block to be turned or adjuste -to the position of the rope leads relatively to the grooves in the sheave. Owing to lack of space that arrangement is, generally speaking, not possible on the counterweight;

but on the other; hand, it is not advisable to core specially the top weight of the counterweight for each job; therefore, it has been arranged to cast the top weight of certain widths of counterweights with two different corings and by the use of the one best suitsingle wrap traction elevator machine, containing the means for equalizing the effective length of the hoisting ropes between the hoisting sheave, the car and the counterweight.

Figure 2 is a plan view of the rope hitch secured on the car frame.

Figure 3 is a view taken on line ab,.Fig-

ure 2, of the rope hitch on the car frame,

spring equalizers and thimble-rods, the spring equalizers being shown on the rods.

Figures 4, 5 and 6 are views of cored top weights for the counterweight, showing different plans of coring the top weights to obtain minimum length of leads of the ropes.

Figure 7 is a plan view of a car, the driv-, ing sheave, and a counterweight, indicating the relative direction that the leads of the I ropes between the sheave and counterweight will take when in position.

Similar numerals refer to similar throughout the several views,

In the drawing, Figure 1, the driving motor, A, and the driving sheave, B, are shown placed overhead or above the car, C, with the hoisting ropes, R, laid in the parts grooves, b, of the sheave, B, in a single wrap of the ropes, R, with the car, C, hung from the end of the leads of the ropes between the sheave and car, and the counterweight,

-cwt., suspended from the end of the leads of the ropes'between the sheave and counter weight.

In order to couple the car and counterweight tothe ropes, the ends of the leads aremade fast to thimble-rods, 1, which, in the case of the car, are passed freely through holes, 2, in a circular plate, 3, the holes being of suflicientllarger size than the rods to allow the ro s to be freely moved circumfer+ entially 'in the holes to adapt their position circumferentially to any creeping or twisting of the ropes, 'andlongitudinally to allow the rods to be moved equalizer, but, in addition tothe clearance a1- read the iioles are made sufiiciently larger than the rods to allow the rods to be wobbled i in the holes to enable the rods to maintain their axial alignment with the ropes in case the latter are deflected or vibrated inthe operation of the elevator. In the drawing, Figures 2 and 3, the clearance between the rods and the swivel plate is clearly shown. Sleeved on the free ends of the rods passed the ropes and spring spoken of between the holes and rods,-

through the holes in the plate, are washers,

secured tothe beams by plates,

' whole in the operation of the elevator.

ant feature.

' of ropes between 4, having on one side a shoulder, entered into the holes in the plate, as shown in Figure 3, and flat on the other side. The shoulder of the washer serves to center the rods in the holes in the plate. Next to the flat side of the washers are metallic spiral or coiled springs, 5, placed on the free end of the rods, and held thereon by nuts, 6, threaded onto the rods. The swivel plate, 3,-is mounted on the top of the car frame, as has, been stated. In the arrangement shown in the drawing, the usual two cross beams, 7, of the car frame are indicated; on the top of which and spanning them, is the circular plate, 3, which is 8, which are fast to the beams. The sides of the free ends of the plates, 8, next to the swivel plate, are notched or formed substantially to constitute hooks which engage the swivel plate, and secure it to the beams, but allow the plate to be turned freely about its axis in its place on the beams. The purpose of allowing the plate to swivel or be turned is to permit it to be turned to line the corings with the grooves in order to mum length of leads between the sheave and car, but also to allow free rotation of the leads of thus avoid any resistance to the twisting and untwisting'of the ropes regarded as a has been explained, .such a form of swivel plate can be adjusted practically to suit any and all of the leads of the. ropes between the car and sheave. The idea of having a single swivel plate, with corings for all of the ropes obtain a mini the ropes regarded as a whole, and

instead of a single fixed plate, has been found in practice to be virtually necessary in order to obtain the objects and effects already described, and is looked upon as very mport As indicated in the drawing, the holes in the swivel plate and top weight of the counterweight for the thimble-rods are shown staggered, preferably. As has been already explained, it is not possible, generally speaking, owing to lack of space, to arrange such a swivel plate on the counterweight, nor advisable to core specially the top weight of the counterweight for eachelevator. -It is planned therefore, to cast topweights of certain widths'of counterweights with'two different corings for the thimble-rods, one top weight having one set of corings and another top weight a difierent set of corings, and by selecting and using atop weight best suited to the layout of the particular elevator, to obtain a minimum the driving sheave and the counterweight. i

In the drawing, cate the top weights for the counterweightsv for leads of two, three, four, five and six" ropes. It will be observed that the holes or conngs,

the Figures 4 to 6 indi 9, in the top weights are staggered,

andin'Figures 5 and 6 are moreover set at an angle to a vertical plane on a line drawn length of leads with the weight top-side up,

any of the weights may be turned top-side down, and thereby another be secured, and a minimum lead obtained. In Figure 7 what the relativ direction of the leads between the sheave and counter- Weight would be are indicated by the relation between the sheave and top weight, showing how a minimum length of all of the leads is obtained betweenthe sheave and counterweight.

Having described my'in vention, what I desire to claim herein as new and secure by Letters Patent is 1. In an elevator, the combination of a grooved driving sheave, hoisting ropes in the grooves, a. car and a counterweight, hung from the opposite ends of. the ropes, and springs between the sheave and the ends of the ropes and the car and the counterweight, the springs serving to equalize the effective length of the ropes.

2. In a traction elevator, the combination of a grooved driving sheave, the hoisting ropes in the grooves in the sheave, the car and counterweight, the car hung from the leads of one end of the ropes, and the counterweight from the leads of the other end of the ropes, metallic springs at the end of each lead of each rope, between the driving sheave and the car and counterweight, whereby the effective length of the ropes between the sheave and car and counterweight is equalized and the wear between the grooves and ropes reduced or minimized! 3. In a single wrap traction elevator machine, a grooved driving sheave, hoisting. single wrap 1n the grooves,a car fastening means on the free end of the rods, the fasteningmeans serving to hold the, springs between them and the swivel plate and counterweight, whereby the effective ropes is equalized.

4. In a traction elevator, of a grooved driving ropes in the grooves, the car and counterweight hung from the ends of the ropes, at the top of the car and driving sheave springs and the car between and springs .at the ends of the ropes at the topof the counterweight between the driving sheave and the counterweight, whereby the effective length of the holsting ropes 1s angle of lead length of the leads of the hoisting. Y

the combination.- sheave, the hoisting the corings on the plate andcounterweig'ht,

equalized betweenhthe sheave, the car and counterweight,

v 5. a traction elevator, the combination of a grooved driving sheave, hoisting ropes for the car and counterweight in the grooves,

' mitting rotation of the plate,,the top weight of the counterweight being also multi-cored, rods in the cores in the threaded'and projected below the plate and counterweight, one'end of the rods secured to the ropes, and springs on the free ends of the rods beneath the plates and counterweight, and nuts beneath the springs thread- .ed on the end of the rods, whereby the effective length of the leadsof the ropes is equalized.

6.' In a single-wrap traction elevator, the combination of the grooved driving sheave, the hoisting ropes in the grooves, the car and counterweight, thimble-rods fast to the ends of the ropes, a swivel hitch plate secured to the car, and having holes to receive the rods, theholes being of sufficient sizeto allow the rods to be freely moved therein from side to side, co-llarsbeneath the plate and sleeved on the rods and entering the holes in the plate to center the rods therein, and springs beneath the collars and sleeved onthe rods,

. and means to, hold the springs in place,

, whereby there is a flexible attachment of the end of the ropes tothe car, and any tendency of the ropes to break off close to their point of attachment by reason of the effect of vibration is avoided. A g

plate and top weightofthe counterweight, with their free ends 7. In aetraction elevator, a'grooved driving sheave, hoisting ropes in the grooves,

thimble-rods on the ropes, a car and a counterweight hung from the opposite ends of the ropes, vertical holes in the top of the car and thecounterweight, the holes being of suflicient size to receive the thimb-le-rodsand allow the rods to be freely turned and moved therein fromside to side, collars around the rods and entered in the holes at the 'bottom'thereof, said collars serving to center the rods in the holes, springs beneath the collars and sleeved on the rods, and

means to keep the springs in place and alin the grooves, the car and counterweight,

hung from opposite ends of the ropes, the

top weight of the counterweight being cored with staggered openings, set in lines drawn at an angle to the major axis of the to weight, thimble-rods, fast to the ends of the Y ropes, and passed through the openings, springs on the rods and springs between them and the counterweight, whereby a minimum length of leads is ob- -tained' and the effective length of them equalized.

In testimony whereof, I name tothis specification;

DAVID L. ILINDQUIST.

have signed my nuts holding the a