US261535A - Wind-engine - Google Patents

Description

.(No Model.) X

H. CROFT, Jr.

- WIND ENGINE. .No.261,535. Patented Ju1y25, 1882.

- UNITED STATES PATENT cam.

HENRY CROFT, JR., )F- SPRINGFIELD, OHIO.

WIND-ENGINE.

SPECIFICATION forming part of Letters Patent No. 261,535, dated July 25, 1882.

' Application filed May 20,1882. (No model.)

To all whom it may concern Be it known that I,,HENRY CROFT, Jr., a

4 citizen of the United States, residing at Springfield, in the county of Clarke and State of Ohio, have invented certain new and useful Improvements in VVind-Eugines, of which the following is a full, clear, and exact description.

My invention relates to that class of windengines having vertical wind-wheels which are used fo'r pumping purposes and running light machinery.

The improvement consists in an automatic brake for looking the wheel whenever the hinged tail-vane is brought around at right angles, or substantially so, to the axis of the wind-wheel, the object of both features of my invention being to secure lightness of construction, combined with the greatest strength and efficiency.

The novelty consists in the construction and application of an automatic brake which is actuated by the tail-vane or its hinge to lock and stop the wind-wheel wheneveritis thrown out of the wind, all as will be herewith set forth and specifically claimed.

In the accompanying drawings, Figure 1 is a plan view'of so much of a,,wind-engine as is necessary to illustrate my invention, and showing the parts in running position-that is, with the tail-vane in line with the axis of the windwheel. Fig. 2 is a corresponding view with the tail-vane at right angles to the axis ot'the wind-wheel and the brake locked thereby.

i in all the figures.

Fig. 3 is a perspective view of aportion of the wind-wheel, showing the application of the sail-supporting arms.

The same reterence-letters refer to like parts A A, Fig. 3, represent the sails of the windwheel, which are in the form of segments, and made of sheet metal, stiffened, if desired, by arim or transverse ribs applied to their backs in any suitable manner. These sails are bolted or riveted by means of bracket-lugs a to the inverted-U-shaped radial arms B, in the manner shown, though I do not limit myself to the method of attachment.

The arms B are formed of flat com parativel y thin bar-iron-say of an inch and a quarter by five-sixteenthsin size-bent in thei'orm shown, so as to have their radial portions substanwork of the wheel; but for ordinary usages these would not be required.

G represents any suitable turn-table, having the socket-extension H for the wheel shaft or spindle F, and having the rear bracket-lugs, I, between which the tail vane socket J is hinged. This socket, which is hinged-in the usual or any suitable manner at c, is provided with shoulders 01 and e, which take against or come in contact with the division-wallf, or any portion of the turn-table to form stops in the ordinary manner for both extreme positions of the tail-vanefone of which is shown in Fig. 1, the other in Fig. 2.

Uponthe extension H is pivoted at lahorizontal arm, K, preferably of metal, with a socket at oneend, .into which is fitted an extension-piece, L, preferably ot' springy wood,

though, if desired, both pieces might be of the same material, either wood or metal, in one piece. In the side of this pivoted lever, at or near its end, is a recess into which is fitted a block, m, of rubber, wood, or other material, which, when the lever is operated, comes in contact with the disk D, either on its face or periphery, and acts, by frictional contact, as a brake to lock the disk and prevent the revolution of the wind-wheel when the same is thrown out of the wind. To accomplish the automatic locking of this brake, the arm L should extend out somewhat beyond the periphery of the disk D, as shown, anduponits outer end is adjustably secured a slidingblock, g, held at any desired position by the set-screw h. From this block extends a link or rod, 1',

which is connected by means of a-cord, wire, or chain,j, to the side of the hinged socket J, or to any part of the tail-vane, as may be desired. Now,when the tail-vane is in linewith the axis of the wind-wheel, as shown in Fig. 1, there is considerable slack in the chain j,

parts if there were no yielding.

and the brake is out of contact with he disk D; but whenever the tail-vane is fbrought around at right angles, or substantially so, to the axis of the wind-wheel the slack of the chainj is taken up, and the adjustment of the parts is such that as the shoulder 6 comes nearly into contact with the stopfthe brakelever will be actuated and the block on will be tightly locked against the disk D. It will be seen that there must be some elasticity somewhere, or else the sudden swinging of the tailvane would be apt to break one or more of the I get this elasticity either in the springing of the extension L, when it is of wood or springy metal, or else in the block m, when it is of rubber, or in both ways, if desired.

It is an essential feature that the chain or connecting device j should be attached to the tail-vane or socket J at a point in the rear of its pivot 0, so that in taking up the slack and actuating the brake the shoulder at of the socket J, or some other portion of the swinging parts, becomes a fulcrum, and thus creates a very powerful compound leverage, as will be clearly seen in Fig. 2. This would not be the case it the chain were not drawn around the hinge of the tail-vane.

Instead of using the sliding block g, the chain or connecting-link might be secured in holes in the arm L, so as to regulate the amount of slack at any time.

It may also be found desirable to use a stop, a, or equivalent device, to prevent the brakelever from swinging too far back when the lock is released.

Having thus fully described my invention, I claim 1. The combination, with a wind-wheel and its hinged or pivoted tail-vane, of a pivoted brake arm orlever arranged substantially parallel to the wheel-hub, extending beyond the same, and having its end directly connected to the tail-vane at a point in rear of its pivot by means of a chain or equivalent device, whereby in automatically actuating the brake the chain or equivalent device is drawn around the hinge of the tail-vane and a compoundleverage secured thereby, substantially as described.

2. The combination,with the pivoted brakelever and the tail-vane, of the link i or equivalent device made adjustable upon the brakelever, for the purpose specified.

3. The pivoted brake-lever K L, having a yielding or elastic part in its construction, in combination with the adjustable link i, chain j, and tail-vane J.

HENRY CROFT, JR.

Witnesses:

J ERIE. F. TWOHIG, Gus. A MEYERS.

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