US349706A - Sylvania - Google Patents

Description

(No Model.) I Q ESheets-Sheet 1.

' D. FRISBIE & E.. M. LOOKWOOD.

ELEVATOR. No. 349,706. Patented Sept. 28, 1886.

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D. PRISBIE 82; E. M. LOGKWOOD.

2 Sheets-Sheet 2.

ELEVATOR.

' Patented Sept. 28, 1886.

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I UNITED STATES PATENT OF ICE.

DENNIS FRISBIE AND EDWARD LOOKWOOD, OF PHILADELPHIA, PENN- SYLVANIA, ASSIGNORS TO SAID DENNIS FRISBIE ELEVATOR.

SPECIFICATION forming part of Letters Patent 'No. 349,706, dated September 28, 1886.

Application-filed February 18, 1886. Serial No. 192,332. (No model.)

To all whom it may concern;

Be in known that we, DENNIS FRISBIE and EDWARD M. Looxwoon, both of the city and county of Philadelphia, in theState of Pennsylvania, have invented a certain new and use ful Improvement in Elevators for Carrying Passengers or Freight Up and-Down in Buildings, of which the following is aspecification. The invention contributes to the safety, compactness, and economy of the mechanism.

We provide means whereby a brake is applied at each stoppage of the engine, and also means for insuring a slow motion of the brakeapplying device, so that, whatever be the means employed, the brake cannot be applied so suddenly as to cause mischief. The several de: vices conduce to the safety of the operation. The mechanism is simple and reliable.

We provide an automatic stop mechanism by whieh,when the hoisting-rope is slackened from any cause, the power of the engine is applied to make changes, whereby the steam isshut off and a brake is applied. It sometimes happens that the car is accidentally arrested at some stage in its descent, so that the hoisting-rope is slackened, and on its release at some later period the car falls. This stop prevents such accidents by promptly stopping the unwinding the moment the rope is slacked. Our invention requires only a gentle weight or other force pressing against the hoisting-rope to determine its slackness, the

- power to effect the required change being derived not from such force directly, but from the power of the engine, the slacking of the hoisting-rope being caused simply to initiate the movement.

We provide another automatic stop, which, through the same arresting and holding devices, stops the machinery when the drum and connected mechanism have turned to such extent as to bring the car to the top or bottom of its course.

Our automatic stops do not prevent the operating of the usual means for stopping and reversing at will in the ordinary working of the elevator.

The accompanying drawings form a part of this specification, and represent what weconsider the best means of carrying out the invention.

Figure 1 is a general side elevation. Fig. 2 is a corresponding plan view. Fig. 3 is an elevation of certain portions in a direction at right angles to Fig; 1. Fig. 4 is a similar view of certain other portions. Fig. 5 is a vertical section of a detail on a larger scale.

Similar letters of reference indicate corresponding parts in all the figures where they occur.

Aindicates the fixed parts, certain portions being designated, when necessary, by additional marks, as A A A is the bed, and A the stationary parts or casing of an engine having four single-acting cylinders. Bis the rapidly-rotating shaft of this engine, and B alarge brake-wheel thereon.

G is abrake-strap fitting on the brake-wheel and attached at the points indicated to alever. Both ends of the brake-strap are attached to a three-armed lever. Two of the arms are nearly at right angles to each other. I One of these, a, carries a roller, 6. The long arm 0 carries the weight d. The roller crests againstacam, E carried on the starting-shaft E of the elevator which latter is supported in fixed bearings, and is provided with a pulley, E, engaged with the small starting-rope F, which extends up and down through the elevator-car, andmay be operated at any time by the attendant in the ordinary manner. The form of the cam E is such that whenever the shaft E is turned from one extreme position to the other, either to lower or to hoist, it liberates the lever on while in the middle position, and allows the weight (1 to tilt the entire lever and apply the brake O to the brake-wheel. Thus the engine and the entire machinery is certain to be stopped and held when the shaft is turned'into its central position. r

We provide astop to prevent ever turning the'shaft Ebeyond a certain extent in the direction to lower the elevator. The extent should be sufficient to run the elevator down ata proper rate when it is empty. When full, it will descend a little too fast, but the speed cannot become very excessive.

S is the stop. It is a projection or offset in the cam E, arranged to strike fairly against the roller so soon as it has turned to the allowed extent. Such stop should notbe made adj ustable, because bad judgment, mistake, or accident might adjust it wrongly.

We provide means for automatically turning the shaft E under certain conditions with the same. result. One of the conditions is the slacking of the hoisting rope.

G is the drum, turned slowly by gear operated by the engine in any ordinary or suitable manner.

H is the hoistingrope.

E is a cam or eccentric keyed or otherwise firmly set on the starting-shaft E. It is engaged in a yoke, L, on the valve stem L,whieh connects to a steam-valve (not shown) adapted by its position being shifted to give steam to induce the engine to hoist or lower. The parts are so adjusted that the turning of the starting-shaft E in one directionwill move the rope, and consequentlythe valve'stem, in the direction to hoist, and turning the starting-shaft in the opposite direction will move the stemL in the direction to lower. Holding the starting-shaft E in the intermediate position willhold the engine stopped.

55 jection, M on the frame M.

There is liability,more especially in freightelevators, for the car to be temporarily arrested in its descent by the engagement of some article carried onit with one of the floors or with some other object. As ordinarily constructed, the rope H will continue to unwind under such conditions, and serious accidents are liable to occur. We provide for automatically stopping the engine, the moment the rope is slackened, and we use the power of the engine to effect the necessary changes to attain this end.

I is a gear-wheel turning loosely on the starting-shaft E, and rotated with the motion of the drum G by means of a gear-wheel, J which is fixed on the shaft J receiving motion through a gear-wheel, J, from a gear-wheel, G, carried on the drum-shaft. (See Figs. 1 and 2.) One side of the wheel I, which thus turns constantly when the engine is running, is provided with an annular series of ratchetteeth, I.

, K is a wide gearwheel feathered on the starting-shaft E, and collared, as indicated by k. The side of this wheel presented toward the wheel I is provided with a corresponding annular ratchet, K. V

is a grooved sheave turning loosely, and also free to move endwise, on a cylindrical bar, m, lying parallel to the axis of the drum G. This bar is a portion of a rectangular frame, M, which turns on a fixed axis, m, below. The arrangement is such that the gravity of the parts presses the sheave gently against the hoistingrope H.

P is a lever pivoted to the fixed framing at a point, p, and extending over a lateral pro- There is a beveled offset, 19, on the under side of 'P, so arranged that when the rope H is slacked from E, so as to hoist.

any cause the frame Mfalls inward toward the drum G. This allows the lever P to sink. Q is a. connection from this lever to thelower arm, R, of a bell-crank lever turning on a fixed center, 0", the upper arm, B of which engages by means of the collars k with the wide gearwheel K, so as to slide it endwise 011 E. The sinking of the lever P when the frame M moves toward the drum G engages the axiallysliding wide gear-wheel Kwith the constantlyrevolving wheel I by means of their annular ratchets. A turning motion is thereby imparted by the power of the engine through the wheel K to the starting-shaft E, and the machinery is promptly stopped. 7

To readjust the parts the attendant must operate the rope F and turn the starting-shaft The annular ratchets on the wheels K and I are beveled, so that this motion can be allowed. When, by the turning of the engine in the proper direction, the hoistingrope F is again tightened, all the parts will be again restored to their original positions. The offset 19 and the corresponding face of the proj ection M are sufficiently inclined to allow the restoration. After properly adjusting the freight on the car or otherwise removing the difficulty the starting-rope may be again operated to turn the shaft E and its connections into the position to lower, and the lowering will be resumed and proceed successfully.

The parts described, with some additional mechanism, perform another important function-that of insuring the stoppage of the elevator-car at each end of its motion. This is particularly important at the upper end of its motion, as overwinding would produce a fatal accident. The ordinary automatic stop operating through the starting-rope F may fail through breakage or other accident to this long and slender rope. The stop to be described acts independently thereof. It is close to the engine.

J is a disk fixed on the shaft J in the position represented. Between this and J the shaft J is screw-threaded. A gear wheel, N, is tapped to receive these screw-threads, and is fitted loosely thereon. Its teeth are engaged with the teeth of the wide gear-wheel K. Each face of the gear-wheel -N is provided with projections N, adapted to engage with corresponding projections on the adjacent faces of the wheels J i and J While the elevator-car is running in either direction, this wheel N is traversed idly along on the shaft J without turning. As the car approaches either end of its course, the projections on the wheel N are brought into contact with the projections on the wheel J or J causing the wheel N to commence to rotate. This motion will rotate the wide wheel K and turn the starting-shaft E, with the effect to shut off steam and put on the brake, as before described. The brake-wheel B is on the engine shaft B, which revolves rapidly. The

proper stronger and slower motion is communicated therefrom to the drum by means of an intermediate shaft, 0, in the long-approved manner. The gear-wheel K should be sufficiently wide to allow the wheel N to traverse axially to the required extent while remaining in gear.

The brake should be put on gently. We provide means for insuring this, and for conveniently adjusting its rate. T is a hollow cylinder with its open end downward, and having internal channels, If, extending up from its bottom rim nearly but not quite to the top. There is an orifice in its upper end controlled by a screw, T. By turning this screw in one direction or the other the aperture for the escape of airis increased or diminished at pleasure. U is a piston having a piston-rod, U, the lower end of which is pivoted to a fixed point, u. The piston is hollow and provided with a self-acting valve, V, opening upward. The piston is sufficiently long to afford a good bearing in the cylinder. The upper end of the cylinder being pivoted to the lever 0, the latter arm will, when the frame M moves, descend rapidly until the brake strap is slightly tightened, and then descend slowly as the air imprisoned above the piston, after the tight part of the cylinder is presented thereto, shall flow out through the adjustable aperture controlled by T. This puts on the brake with any degree of moderation desired.

W is a turn-buckle, by turning which the length of the brake-strap C may be adjusted with any required degree of nicety. This should be adjusted so that on applying the brake the gravity of the weight d will promptly depress the lever-arm 0 until the strap 0 shall be tightened, and so that just at this period the piston U will enter the portion of the cylinder T beyond the grooves, and the further descent of the weight will be gradual, the rate depending on the amount of opening which may be provided by the adjustable screw T.

Operation: Suppose the car to be at the bottom. The operator pulls the starting-rope F and turns the shaft E in the direction to hoist. That act, by the operation of the cam E tilts the lever a cand slackens the brake-strap 0, setting the machinery free, and at the same time by the cam E moves the valve-stem L so as to give steam to the engine. The several pistons, being acted upon in theproper succession, rotate the shaft 13, and through the gearing shown give the proper slow rotation to the drum G and wind up. the hoisting -rope H. When the proper floor is reached, the operator pulls the rope F, to turn the shaft E in the opposite direction, until the roller e drops into the notch in the cam E allowing the lever a c to be tilted by the weight at and apply the brakestrap 0 to the wheel B. The lever is liberated rapidly, but it turns slowly by reason of the resistance of the air in the cylinder T against the motion of the inclosed piston U, which is attached to the bed-plate. The same partial turning of the shaft E, acting through the cam E moved the valve and cut off the supply of steam. During the period while the car resuitable smooth surface of the lever.

mains stopped it is held by the force of the brake G, in addition to other means. A fresh movement of the starting-rope to turn the shaft E in the same direction will repeat the operation of hoisting, or areverse movement will lower. In either case the brake will be taken off and the steam allowed to turn the shaft by the same partial turning of the starting-shaft E. If from any cause the car is obstructed in lowering so that'the hoisting-ropeis slackened, the effect is instantly felt by the roller M*, which is carried on the frame M, and which, being no longer supported by the rope, tilts inward toward the drum G. As soon as it has moved in this direction avery short distance, the arm M is transferred away from its bearing under the lever P, and is placed under the notch 10, allowing the lever P to sink. This, through the link Qand bell-crank lever R 3*, gives an endwise movement to the longpinion K, causing it to clutchwith the wheel I, which will cause Kto turn, and thereby partially rotate the shaft E, on which it is feathered, turning itin the direction to shut off the supply of steam and to put on the brake, with the same effect as when the operation is performed by the attendant. The parts are so adjusted that when the elevator-car has been run up to the top floor, and beforeit touches the work above. the action of the screw-thread J will have traversed the gear-wheel N until it clutches with the wheel J condition is attained, the wheel N will be So soon as this turned, and impart through the wheel K the proper turning motion to the shaft E to stop the machinery. When the car has run down to the lower floor, the wheel N will clutch with the wheel J and induce the same partial turning of the startingshaft.

We attach importance to the fact that by our invention the power of the engine itself is applied to operate the valve-stem L and stop the engine. The weight or other force urging the sheave M* against the rope H may be only sufficient to overcome the inertia and slight friction of the frame M. This motion is not resisted, and so soon as it has moved a little, to allow the lever P to drop and the wide wheel K to be moved axially, the power of the engine engages and turns the latter, and effects the stoppage without imposing any tax on the frame M.

Modifications may be made in the forms and proportions of the details without departing from the principle or sacrificing the advantages of the invention. We can, if preferred in any case, instead of applying the brake on the quickest shaft, arrange the brake-strap O to apply on asuitable smooth wheel on the intermediate shaft, 0, or on a suitably-prepared surface on the drum itself. We can dispense I with the roller shown on the end of the lever a, and allow the cam E to act directly on a The gearing by which the power of the engine is communicated to the drum may be varied within wide limits. We can use 'an endless screw with worm-gear, or can dispense with the gearing altogether and connect a suitable engine directly to the drum. The sheave M* need not be narrow and capable of traversing endwise on the frame M. It may be wider even than full width of the drum. The effect will be the same.

We claim as our invention 1. In an elevator, the reversing-wheel E, fixed on the reversingshaft 'E, and the cam E fixed on the same shaft, in combination with the brake-wheel B and brake-strap O, and the connected levers a c, the arm a carrying weight (I, and having its connection with the strap 0 at a point between the fulcrum of the lever and the weight, all arranged for joint operation as set forth.

2. In an elevator, the sheave M and connected frame M. arranged to press gently against the hoisting-rope H, in combination with means, as the arm 1 leverP, link Q, lever R R Wheel K, and reversing-shaft E, for engaging the power of the engine to shift the valve and apply the brake whenever the hoisting-rope slackens, as herein specified.

3. In an elevator, the reversing-pulley E and operating means F, for turning the reversing-shaft at will in any position of the elevator-car, in combination with the stopping mechanism, as the arm M lever P, link Q, lever B R, and wheels Kand I, for operating the reversing-shaft E automatically under certain conditions, and the engaging means, as the beveled ratchets I and K, arranged for joint operation as herein specified.

4.. In an elevator, the brake-wheel B, brakestrap 0 and means for applying it by a moving force, as the weight 02, the piston U, and cylinder '1 t, combined and arranged forjoint operation to effect the application of the brake by a gradual movement, substantially as herein specified.

In testimony whereof we have hereunto set our hands, at Philadelphia, this 1st day of February, 1886, in the presence of two subscribing witnesses.

DENNIS FRISBIE. EDWARD M. LOOKWOOD.

II itnesses:

CLIFFORD E. LARZELERE, WM. LARZELERE.

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