US256702A - And walter m - Google Patents

Description

I 2 sheets-sheet 1` f G., JOHNSON & W. M. BAILEY.

HYDRAULIC AND PNBUMATIG ELBVATOB.

yPafeniged Apr. 18, 1882.

, Y. l 2 sheets-sheen 2. G.'JOHNSON 85W. M. BAILEY. HYDRAULIC AND PNEUMATIG ELBVATO-R. No. 256,702. Patented Apr. 18,1882..

I l I UNITED STATES PATENT OEEICE.

GEORGE JOHNSON, OE OINOINNATI, OHIO, AND WALTER M. BAILEY, or NEW vonk, N. Y.

HYDRAULIC AND PNEUMATIC ELEvToR'.

SPECIFICATION forming part of Letters Patent No. 256,702, dated April 18, 1882.-

Applieation filed October 6, 1879.

To all whom it may concern:

Be it known that we, GEORGE JOHNSON, of Cincinnati, Ohio, andWAL'IER M. BAILEY, of New York city, New York, have invented eertain new and useful Improvements in Combined Hydraulic and Pneumatic Elevators, of which the following is a specification.

V Our presentinvention embodies that form of elevating apparatus patented to us October 14, 1879, in which the work of lifting is performed by the pressure of compressed air acting on a controlled hydraulic column of water which supports and governs the movement of the-car.

Our present improvements lie in eEecting a vacuum in the rear or idle end of said cylinder 5 in an improved form of automatic regulating valve or governor so constructed as to secure great certainty and sensitiveness of aetion; -in a connection between the intermediate air and water vessel and the air-compressors, whereby the exhaust-airvfrom said vessel is utilized by the compressor; andin asubmerged neat-valve' governing the water-exit from the said vessel to the hydraulic lifting-cylinder,

y whereby the inow of air into thelatter is prevented, ashereinafter fully set forth.

Figure l in the annexed drawings presents an elevation of our improved elevating apparatus. Fig. 2 is an enlarged vertical section of the automatic regulating-valve connecting. with the air and water pipes, and Fig. 3 is a modification of a portionot` the apparatus. In Fig. l, A indicates the air-compressing pump or engine of any approved form.

B is the compressed-air reservoir, into which the pump discharges the compressed air through the connecting-pipe a.

O is the cylinder of the hydraulic lifting-engine 5 c, the movable sheaves, mounted on the cross-head of its piston-rod, as usual; and c', the iixed sheaves, mounted atthe end ofthe guides, over which sheaves the cables pass and connect with the car, as indicated, in the ordinary manner.

D is the Water-reservoir `intermediate between the air-reservoir B and the hydraulic engine-cylinder O, and connected with each, as illustrated. The air-pipe e from the reservoir B opens into the top of the water-vessel D above Vthe water therein, while the water-pipe i, which connectswith the hydraulic engine-cylinder C, of course opens into the bottom of the vessel D, as illustrated. The Water-passage t' is coutrolled by a valve, g, and the air-passage e is controlled by a similar valve, f, which are constructed to work simultaneously, or nearly so, as illustrated, and are operated by a cord or chain from a pulley on the crank-shaft of the valve g, which extends to the car in the `usual manner, as willbe readily understood.

By this form of elevating apparatus it wil. be observed that while the work of elevating is performed by the compressed air an uninterrupted hydraulic column of water is interposed between the air and the lifting-piston, and as this column moves through a long and narrow passage between the intermediate vessel and the lifting-cylinder, and is controlled by a valve therein, the elevator is not supported or controlled by the elastic air alone, but by an inelastic water column7 thus securing the stability and certainty of hydraulic action, together with the economy and quick action of airpressure, as fully set forth in our former patent above referred to.

In our former apparatus we arranged the intermediate air andwater vessel, I), on about the same level as the liftingeylinder G, and proposed to counterweight the carin the usual manner. One feature of our present invention, however, consists in arranging the intermediate vessel, D, considerably above the liftingcylinder, as illustrated, and at such a height that the hydraulic pressure of the column of water therefrom on the elevating-piston will serve to eounterbalance the car, thus enabling a countervveight to be dispensed with. It will therefore be readily observed that in being thus enabled to balance the car withoutacounter-weight we present theimportant advantage of cheapness in dispensing with many parts, and for the same reason largely reduce friction, and also cause the hoisting-cables to remain constantly taut,whether ascending or descending. Furthermore, greater safety is secured, as there is no counter-weight to fall and do damage in ease of breakage of ropes 5 and, moreover, the car may be fitted with a safetycatch'sprin g much stron ger than is usual, and

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which will more nearly approach to the weight of the car, whereas in ordinary counterweighted cars the strength of the spring cannot be greater than the difference between the counter-weight and the car.

The heightat which to arrange the intermediate vessel,D, above the hydraulic cylinder C, so as to eounterbalance the car, will of course depend upon the weight of the car, and this weight being known, as also the diameter of the piston, the height of a column of water to balance, or nearly balance,the car can be readily found and the vessel D placed accordingly, so that in some eases the vessel will require to be elevated but one or two stories above the cylinder, while in others it-may be placed in the top of the buildin g. In buildings, however, where a heavy car is used, and where it will not be convenient to locate the intermediate vessel on the story ofbalancing height, it may be located in a lower story and the difference made up by eifectin g a vacuum back of'the piston in the idle end of the cylinder C. Hence, according to this feature ofour invention, the back oridle end ofthe cylinder,which is usually left open, we close by an air-tight head, k, and attach to the same a check-valve, I, opening outward. Hence, when the piston moves forward, it will force out through the check-valve any air or water that may have leaked into the space, so that when the piston returns as the car descends a vacuum will be effected in the idle end of the cylinder, which, with the water column from the reservoir D, will in most all cases serve to perfectly counterbalance the car.

According to our present invention, instead of discharging the exhausuair from the intermediate vessel, D, into the atmosphere, we eX- tend the exhaust-pipe Ftherefrom to thejacket a of the air-compressing cylinder, so that as the suction-ports of the cylinder open into this jacket the cylinder thus receives its air in a cooled condition, and also under a slight pressure from the vessel D, which, as will be obvious, greatly conduces to the economical working of the compressor.

The exhaust-pipe F is fitted with a valve, G, the opening ot' which admits the exhaust from the vessel D into the jacket ofthe compressor, and a secondary exhaust-pipe, l, extends from the jacket, which is fitted with a valve, H, which,when opened,allows afree exhaustinto the atmosphere from the vessel D through the jacket, when required, as will be readily understood. This pipe lis also fitted with a checkvalve, b, opening inward to admit a free airsuction into the jacket when the supply of exhaust-air from the vessel D is not sufficient.

In Fig. l the several valves and pipes are shown somewhat disproportional and disarranged forV convenience of illustration. In practice the air-valve f, water-valve g, and exhaust-valves G H will all be arranged upon A the water-vessel D, or as close as possible to the connection of the several pipes therewith, so as to avoid all idle air-spaces in said connections which would cause. a waste of compressed air. For the same reason the capacity of the intermediate vessel, D, will be so proportioned to the lifting-cylinder C, and so charged with water, as to become entirelyfilled when the water returns' into the same from the cylinder C, when the piston reaches the end of its stroke on the full descent of the car, so as to leave no idle air-space in the vessel.

The levers of the exhaust-valves G 1I are connected, as illustrated,to an operating-bar, J, which is so slotted at its connection with the valve H thatwhen the bar is raised partly it opens the valve G, but allows the free cxhaust-valve H to remain closed, while when the bar is fully raised the valve H is also opened, thus allowing a free exhaust through thejacket into the air. Then the car reaches the top of its ascent, where a stop is usually iliade till a call-signal is received from below, the terminal movement ofthe car is arranged to automatically operate the cord m and open the exhaustfvalve G, allowing the exhaustair from the vessel D to be discharged into the jacket of the compressor, where it is utilized by the compressor under whatever pressure it may possess, and also in a cooled condition from its previous expansion, thereby causing a great economy in the working ot' the compressor, as before described. The stoppage 0f the car at the top is usually sufficiently long to allow all of this air to be thus drawn in by the compressor, thus removing all back-pressure from the vessel D before it is necessary to descend. In case, however, a descent is required before this takes p1ace,and the descent of the car is found to be too much retarded by the combined exhaust, this back-pressure may be entirely removed by giving the cord m an additional movement, and thus opening the free exhaust H, thus allowing the car to descend freely.

The air-valve f and water-valve q are also so connected that the movement of' the crankshaft in one direction opens the water-valve g and air-valve f simultaneously, allowing the air-pressure to bear upon the water in the vessel D, which, forcing the same into the cylinder C, moves the elevating-piston and raises the ear. A partial reverse movement, however, closes the water-valve and also the airvalve and stops the car at the desired height. Afullreverse movement, however, again opens the water-valve, but not the air-valve, thus allowing the car to descend, the exhaust-valves being already7 open, as before described.

Another feature ot' our invention aims to prevent any air being drawn into the cylinder C with the water from the vessel D, should the water-level happen to fall close to the mouth of the pipe t', and as this air would forni an elastic cushion in the lifting-cylinder, thus causing an unsteady motion of the car, it is hence quite important to avoid it. This wc effect by arranging a submerged float-valve, K, within the vessel D, over the opening ofthe IOO IIO

IIS

' as illustrated.

piper', which valve is guided and limited in its movement by headed rods or other means, It will now be readily seen that While there is sufficient water in the vessel D the buoyancy of the valve will keep the passage t' open; but should the water fall to a dangerous level, the valve, becoming unsupported, will descend `and closev the passage, thus preventing any iniiow of air. Thisfeaturc is of course applicableto the common hydraulic elevator acting by the pressure of a head as well as tothose acting by compressed air or other elastic fluid.

In cases where it is found convenient to have the water-pipa rise out of the top ofthe water vessel in the form of a Siphon, as in Fig. 3, the mouth of the pipe may betitted with a box or chamber, u, having an annular row ot perforations on its top side, which may be guarded by ail-annular float-valve encircling and guided by the pipe, as illustrated.

The remaining feature ofour invention lies in an improved form of automatic governingvalve to regulate the supply of air to the intermediate vessel, D, according to the requirements of the load to be lifted, on the same principle as that shown in our previous patent. In our former device, however, we employed a cylinder and piston as the means of moving the air throttling or governing valve, the airpressure being admitted to one side of the piston and the water-pressure to the other, the piston being moved and the valve opened or closed, according to the difference between the two pressures. In our present invention we employ a diaphragm, to move the valve, and so connect the same with the air-pipe that we obviate the packing of the valve-stem, and thus avoid friction in the working of the valve,

rendering the same quite sensitive and certain in its action.

In Fig. 1, E represents our improved governing-valve attached to the air and Water pipes, and Fi g. 2 presents an enlarged sectional view ofthe valve removed.

E' is the air-throttling valve, which is arranged in the air passage or pipe e, between the water-vessel D and the air-reservoir B. The valve-disk n of `this valve is of double or balanced form, as illustrated, so as to open or close Without resistance.

o is the operating-diaphragm, to which the stern of the th rottling-valve connects, and this diaphragm we prefer to construct of a central layer of thin sheet-brass, with a thicker sheet of rubber upon each side thereof. The chamber below the diaphragm is connected by the water-pipe h with the hydraulic cylinder C, which, admitting the water from the cylinder or the pipe t', thus communicates the pressure on the lifting-piston, which of course corresponds to the weight on the car, to the under side of the diaphragm. Now, the chamber above the diaphragm opens into that branch of the pipe. e which extends to the water-vessel D, so that the pressure ofthe air in said vessel is communicated to the upper side of the diaphragm through the neck of the casing in ing water-pressure, causing the air-governing 8o valve a to open and admit the full pressure of air from tlie'reservoir B into the water-vessel D,.thus supplying sufficient force t0 move the weighted car at proper speed. Should, however, the weight of the car be decreased by the .8 5

discharge of one or more of the passengers, the air-pressure then becoming much greater than is necessary to lift the reduced load, preponderates over the water-pressure and depresses the diaphragm, thus shutting off any further 9o supply of air from the reservoir, allowing the charge alreadyin the vessel D to Work expansively till it falls too low, when it will again receive a fresh charge or partial charge fro1n the air-reservoir through the automatic action of the valve.

In order to render the action ofthe diaphragmV in opening the air-valve more certain, a con- -stant additional pressure is applied to the water or under side of the diaphragm by the spring p, inclosed in the tube r, and adjusted to the desired pressure bythe hand-wheel s, by which means it will b`e observed'that a slight but constant upward pressure is placed upon the diaphragm in addition to the water- IOO pressure, so as to always give the water-pressure the advantage over the air-pressure, thus insuring the certain operation ot' the air-valve when the air-pressure falls, and also insuring that the supply of air to the vessel D shall al- 11o l ways be ample for the Work without being eX- cessive. It will therefore be observed that by the described construction of our improved governing-valve We avoid all appreciable friction in its workings, thus rendering its action quite sensitive and certain, and regulating the supply of air precisely according to the requirements of the load to be lifted, thereby utilizing the full expansion and workin g-power of the air.

What we claim as' our invention is- 1. A hydraulic elevating apparatus having its lifting-cylinder constructed with a closed or air-tight head on its idle end, provided with an outwardly-opening check-valve, whereby a vacuum is effected and maintained on the outer side of the piston during the descending movement, to serve to counterbalance, or partly counterbalance, the Weight of the car.

2. A pneumatic or combined hydraulic and 13o pneumatic elevating apparatus having the exhaust-air pipe connected with the jacket-or the suction-ports of the air-compressin g pump, whereby the exhaust-air is utilized by the conipressor or discharged through the jacket, serving to cool the air-cylinder and assist the working of the compressor, substantially as herein set forth.

3. A hydraulicelevating apparatus having a waterreservoir provided with a submerged Heat-valve guarding the water-exit therefrom to the lifting-cylinder, whereby said exit relnains open during a sufciency of Water, but

diaphragm, the chamber below which is connected with the water column, while the chamber above the partition or diaphragm is in direct and open connection with the air-pipe around the stem connecting the throttlingvalve and diaphragm, whereby the valve-stem works without friction, thus rendering the action of the valve certain and sensitive.

The combination of the diaphragm o and air-throttling valve 11, connected together, the water-pressure pipe h, communicating with one side of the diaphragm, the spring assisting said pressure, and the air-supply pipe e, communicating with the other side oi' the diaphragm, substantially as herein shown and described.

GEORGE JOHNSON. W'ALTER M. BAILEY.

Witnesses:

EDWARD H. WALES, GHAs. M. HIGGINS.

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