US198742A - Improvement in shipping mechanisms for spinning-mules - Google Patents

Description

3 Sheets-Sheet 1.

A. HOWLAND & H. LAWTON. Shipping Mechanism for Spinning-Mules.

N0.198,742. Patented Jan.' 1, 1878.

WITNESSES. INVENTOR8 V vfi mwz;

N-PEI'ERS, FHOTD-LITHOGRAFMER. WASHlNGTOR/D C r 3 SheetsSheet 2. A. HOWLAND & Hi LAWTON. Shipping Mechanism for Spinning-Mules.

No. 198,742. Patented Jan. 1,1878.

Fig. 2.

WITNESSES. |NVENTOR N.PETERS,IFHOTO-LITHOGRAFHER. WASHINGTON Dv C.

3 Sheets-Sheet 3;,

A. HOWLAND &.H. LAWTON. Shipping Mechanism for Spinning-Mules No. 198,742. Patented Jan. 1,1878

WITNESSES. 1 INVENTOR.

UNIT D STATESPATENT OFFICE.

ANGELO HOWLAND AND HAROLD LAWTON, OF WESTERLY, R.

IMPROVEMENT IN SHIPPING MECHANISMS FOR SPlNNlNG-MULES.

Specification forming part of Letters Patent No. 198,742, dated January 1, 1878 application filed July 18, 1877.

ers skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, forming part of this specification. V

This invention has reference to improvements in that part of a mule spinning-frame.

known in the art as the mule-head, by which the carriage on which the spindles are located is moved in and out and the spindles driven.

The object of the invention is to save the time now lost at the end of the outward run of the carriage, and continue the reciprocation of the same, so as to increase the quantity of the yarn produced.

Figure l is a perspective view of a portion of a mule-head, showing the driving-shaft, the driving-pulleys, the loose pulley, the weight operating theZbelt-shipper, and the extra friction-pulley with the brake. Fig. 2 is a top view of the brake mechanism secured to the mule-head. Fig. 3 isa side elevation, showing the position of the carriage and its connection with the brake mechanism. Fig. 4: shows the brake-pulley, the band-pulley, and the arrangement of the clutch by which the band-pulley imparts motion to the brake-pulley. Fig. 5 is a skeleton view of the means used to operate 'the weight d, the shipper actuating-rod, and weight, as also the cam, being shown in perspective. This forms no part .of the invention, but illustrates how the cam 00, by coming in contact with the arm y, draws down the rod 2 into the notch z. A pawl enters when the weight 01 has reached the perpendicular position andthe belt is on the loose pulley. This pawl cannot be withdrawn until the momentum of the driving-pulleys is stopped by the brake.

In the drawings a represents the drivingshaft. 1) b are the driving-pulleys, both connected with the driving-shaft c, and arranged to be driven in opposite directions. 0 is a loose pulley, set between the driving-pulleys b b. d is the balance-weight, connected with the belt-shipper, and arranged to facilitate the reversing of the motion by its weight.- 0 is a special pulley placed on the driving-shaft, for the purpose of forming a brake-surface. This pulley e is loose onthe shaft a, and is connected with the band-pulley by means of a clutch. f is the band-pulley, secured to the end of the shaft to, by means of which the spindles in the carriage are driven, and, as it is provided with a clutch arranged to interfere I with the clutch on the brake-pulley e, as shown in Fig. 4, it will be apparent that the bandpulley carries the brake-pulley with it, and that when the brake g is put on the brake-pul- 'ley, the band-pulley, shaft a, and the drivingpulleys must all stop, and also that the bandpulley can move about half a revolution backward, while the brake-pu11ey is firmly held,

not being obstructed in that direction by the clutch. When, therefore, the carriage has reached its outward limit of movement, and the brake hasstopped the momentum of the driving mechanism, the band-wheel turns part of a revolution backward, to allow of the fallers placing themselves in proper position to wind the yarn on the cop, and, as the carriage moves inward at that moment, the brake is released and the brake-pulley free to revolve with the band-pulley, causing no strain on any part of the mechanism, and releasing the brake without friction.

On the side of the mule-head the arm h is secured, and from its upper end the lever h is suspended. On the lower arm of the lever an adjustable stop-pin is placed, against which the pin 1', secured to the carriage, acts when the carriage approaches the end of its outward movement; and by means of the rod k, hinged on the swinging lever, the brake g is brought in contact with the brake-pulley e, and the momentum of the driving-shaft instantly arrested, and the weight at allowed to operate the shipper.

k k are collars, and 7a a coiled spring, arranged to give some elasticity to the brake, and connect the same with the rod k.

Ont-he end of the mule-head a spring-pressed hinged catch, 1, is secured, arranged to hold 2 I men 12 the weight and keep it from rising before the carriage has quite reached the limit of its outward run, as such rising allows the belts to ship and endangers the working of the machine. This catch l is connected with the rod is, and operated through the same by the carriage, so that the first strain of the carriage on the lever releases the catch I, and allows the weight d to rise, and as soon as the .carriage has reached its outer run the brake arrests the momentum of the driving mechanism and allows the weight d to move the beltshipper.

In mules as heretofore constructed, and particularly the kind of mules known as the Mason mule, the shipper cannot be moved until the momentum of the driving mechanism is" arrested, and therefore a portion of time is lost at eachreciprocation.

justable pin at the lower end of the lever h,

the catch 1 releases the weight d, the brake g is brought in contact with the loose brakepulley e, and the momentum of the driving mechanism is instantly arrested. The bandwheel f now makes a portion of a revolutionusually from one-fourth to one-thirdbackward from the clutch on the brake-pulley, to unwind the yarn from the spindle, and allow of the fallers placing themselves in proper position to wind the yarn on the cop. The carriage, now moving inward, releases the lever-arm, and through it the brake, until the same is put on again by the next outward motion of the carriage.

By thus arresting the momentum, the time heretofore lost-usually about one-seventh of the whole time-is now gained, and one-seventh more yarn produced on the same mule, at the same speed, and with the same attendance.

As the time heretofore lost in the so-called standing twist is now utilized in spinning and winding, this amount of twist is added while spinning to produce'the same yarn. By this arrangement not only is the product of the mule increased, but the mechanism of the mule-head can be simplified, as a number of parts can now be dispensed with, and the shipper mechanism operated by simple means.

Having thus described our invention, we claim as new and desire to secure by Letters Patent 1. The combination, with the carriage and belt-shipper, of the driving-shaft, provided with the loose pulley e, band-wheelf, brake g, and clutches to connect said pulley and wheel, whereby the motion of the driving-shaft is instantly arrested, and the band-wheel allowed part of a backward revolution independent of the pulley, substantially as described.

2. The combination, with the belt-shifter and driving-shaft, the latter provided with the loose pulley e, band-wheel f, and brake g, of

the rod 70, swinging lever h, and carriage provided with a stud, 'i, substantially as described.

3. The driving-shaft a, loose pulley 0, bandwheel f, and clutches connecting said pulley and wheel, in combination with the brake g, rod k, spring-pressed lever Z, and weight connected with the belt-shifter, and swinging lever h, the latter adapted to be operated by the carriage, substantially as described.

In testimony that we claim the foregoing as our own invention we aflix our signatures in presence of two witnesses.

ANGELO HOWLAND. HAROLD LAWTON.

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