US601340A - Automatic and emergency elevator-car safety-brake - Google Patents

Description

(No Model.) 4 SheetsSheet I. W. O. D. G ILLESPIE 8: W. BJERB.

AR SAFETY BRAKE.

AUTOMATIC AND EMERGENCY ELEVATOR G Patenteg Mar. 29, 1898.

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W. G. D. GILLESPIE & W. B. ERB.

0R OAR SAE'ETY BRAKE;

AUTOMATIC AND EMERGENCY ELEVAT Patented Mar. 29

(No Model.) 4 Sheets-Sheet 3.

W. G. D. GILLESPIE 8: W. B. EBB. AUTOMATIC AND EMERGENCY ELEVATOR GAR SAFETY BRAKE.

No, 601,340. Patented Mar. 29,1898.

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Sheet 4.

ELEVATOR GAE SAFETY BRAKE.

' Patented Mar. 29', 1898 (No Model.)

W. G. D. GILLES AUTOMATIC AND EMERGENCY No. 601,340.

UNITED STATES PATENT @FFMEQ WILLIAM C. D. GILLE SPIE AND IVILLIAM B. EBB, OF CHICAGQILLINOIS.

AUTOMATlC AND EMERGENCY ELEVATOR-CAR SAFETY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 601,340, dated March 29, 1898. Application filed May 20, I897. $erial No. 637,423. (No model.)

To all whom it; may concern.-

Be it known that we, WILLIAM C. D. GIL- LESPIE and WILLIAM B. EBB, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Automatic and Emergency Elevator-Car Safety-Brakes; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention has relation to automatic and emergencyhand-brakes for elevator-cars; and the object is to provide a simple, reliable, and efi'ective safety-brake for passenger elevatorcars that will act automatically or in an emergency may be operated by hand.

To these ends the novelty consists in the construction, combination, and arrangement of the same, as will be hereinafter more fully described, and particularly pointed out in the claim.

In the accompanying drawings the same reference characters indicate the same parts of the invention.

Figure 1 is a side elevation of a passenger elevator-car with our improved automatic safety-brake in position. Fig. 2 is a front elevation of the same. Fig. 3 is a plan view. Fig. 4 is avertical section of the brake-cams, and Fig. 5 is a horizontal section of the same.

1 represents the car, and 2 2 the guide-rails.

3 represents the governor-rope, the upper end of which is fixed to an eye 4 on the upper end of a rod 5, mounted in guide- brackets 6 and 7, fixed to the side of the car.

he governor-rope 3 extends upward, passing around a groove in the periphery of the governor wheel 8, thence downward and around a grooved'guide-pulley 9, and thence upward, where its end is fixed to the eye 10 on the lower end of the rod 5. 12 represents a lever fulcrumed in the bracket] 3, fixed to the bottom of the car, and one end 14 of said lever loosely encompasses the lower end ofsaid rod just above the eye 10, and 15 representsa spiral spring encompassing said rod, with its lower end resting on said lever and its upper end in contact with the guidebracket 7. The opposite or outer end of said leverl2 is provided with a friction-roller 16,

which rests upon the outer end of the longer arm of a brake-lever 17, fulcrumed in a depending arm 18 of a bracket 19, secured to the bottom of the car. this lever 17 is pivoted to the upper end of a link 20, the lower end of which is pivoted to a lever 21, fixed on a transverse rod 22, the outer ends of which are journaled in the boxes 23 24, secured to the brackets 19 19', fixed to the bottom of the car.

25 and 26 represent parallel horizontal shafts the outer ends of which are also journaled in said boxes, extending inwardly oneach side of the guide-rails 2 2.

27 28'1'epresent the brake-cams, which are fixed to the contiguous ends of said shafts 25.

26, one on caohside of the guide-rails. The orifices 29 in said boxes 23 and 24, which form the bearings for the ends of the shafts 25 26, are slightly oblong, as shown in the dottcd'lines in Fig. shafts to approach the guide-rail and facilitate the engagement of the cams. The face of each of these cams is provided with a series of transverse teeth 30 30, which are adapted to engage the parallel sides of the guide-rails and support the weight of the car. 31 represents a radial lug or jaw on eac cam, and it is of greater radius than the throw of the cam to prevent the possibility of the cams turningtoo'i'ar.

32 33 represent crank-arms fixed about midway of the shafts 25 26 by the set-screws 34 34, and their outer ends are formed with eyes 35,

to which are secured the lower ends of the spiral springs 36 36, the upper ends of'which are secured to the bolts 37 37, adjustably secured to the bottom of the car by nuts 38 38.

\Vhcn the springs 36 36 are in the position shown in Fig. 1 with reference to their crankarms 32 33, the cams 25 26 are in the position shown in Fig. 4 with reference to the guiderail, so that the cams will be held clear of the rail, and should the cams be thrown into operation to engage the rail the springs will give in either direction to allow the upper or lower eccentric faces of the cams to bind on the rail, and when said cams are released the said I springs will restore them. to their normal position. 7

39 represent of the 1113 fixed on each i, all;

The shorter arm of 4, to permit the ends of the inwardlyprojecting ends are pivoted to a f-shaped plate 40, formed with an integral stud 41, havinga vertical bearin gin the car 42, formed on the inner side of the boxes 23 .24, and 43 represents a spiral spring encompassing said stud, its lower end resting on the upper face of the ear and its upper end fixed in the stud, the tension of said spring being exerted to hold the cams out of contact with the guidewhere it is provided with a hand-grip 47 for conveniently operating the same. The lower arm of said lever is provided with a lateral stud 48, and on which is mounted a rollersleeve 49, which engages the upper edge of the brake-lever 1'7, and by throwing the upper end of said 'lever backward the lower arm rides over the curved face 49-of the brakelever to depress the same and apply the brake.

The governor-wheel 8 is mounted on a'suitable Shaft journaled in the fixed bracket 55,

and 50 50 represent pawls pivoted to one side of said wheel, and they are each provided with a retractile spring 53, which normally retains them against the. lugs 54 54 in the position shown in Fig. 1.

. 52 52 represent lugs formed integral with the wheel, and they project into thepath of the forward movement of said pawls .to limit said movement. The outer end of each of said pawls terminates in a detent 51, which engages 'the transverse bar 56 of the bracket to arrest the motion of the governor-wheel during the descent of the car whenever sufficient speed is-imparted to it-to cause the centrifugal force to overcome the tension of the springs 53 and project the arms outwardly to engage the fixed bar 56. The operation of the safety-brake is as'follows: The springs 53 of the governor-wheel .areoset at sneha point .asto hold thearmjs 50..

against the lugs 54 when the car is traveling at its regulated speed. Should the elevatorrope part or the car attain an unusual speed, the arms 50 are thrown outward by centrifugal force,due to the increased speed of the governor-wheel, and one or the other of the pawls 51 engages the bar 56 and stops the gove'rnor-wheel. of the governor-rope, andconsequently the This action retards the motion rod 5, compressing the spring 15 and drawing the inner end 14 of the lever 12 upward, throwing its free end downward, which in turn depresses the outer end of the brake-lever 17, which, through the medium of the bar 20 and lever 21, rocks the rod 22, and it in turn turns the shafts 25 and 26 to project the toothed faces of the cams into engagement with the parallel sides of the guide-rails to stop the car.

If from any cause it becomes necessary to apply the brake-cams in an emergency from the inside of the car, the lever 45 is thrown backward, which causes its lower end to ride forward on the outer end of the brake-lever 17, depress it, and apply the brake, as in the,

first instance.

Although we have specifically described the construct-ion and relative arrangement of the several elements of our invention, we do not desire to be confined. to the same, as such changes or modifications may be made as clearly fall within the scope of our invention without departing from the spirit thereof.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent, is-

An automatic safety-brake for elevator-cars, comprising the car, the rod 5 carried thereby, the governor-rope 3, connected to the upper and lower ends of said rod, a governor-wheel around which said rope passes and driven thereby, the lever 12 fulcrumed on. the bottom of said car and having one end loosely encompassing said rod, the spiral spring 15 located on said rod between the lever and the bottom of the car, in combination with the boxes 23 24 fixed to said car, the parallel horizontal shafts 25 26, having. their outer ends journaled in said-boxes, the brake-cams 27-28, fixed on said shafts, the crank-arms 32 33 fixed to said shafts and provided with the springs 36, fixed at their upper ends to the bottom of the car, the crank-arms 39 39, fixed to said shafts, the V-shaped plates 40 pivoted too to said arms 39 and provided with guide-studs WM. C. D. GILLESPIE. WM. B. ERB.

Witnesses:

MORRIS BERGER, M. A. DEVINE, Jr.

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