US771338A - Operating mechanism for hoisting devices. - Google Patents

Description

PATBNTED 001". 4, 1904.

Gr. E. TURNER. OPERATING'MEOHANISM FOR HOISTING DEVICES.

APPLICATION FILED DEC. 24, 1903.

N0 MODEL.

2 SHEBTSSHEBT 1.

PATENTED OCT. 4, 1904.

G. E. TURNER. OPERATING MECHANISM FOR HOISTING DEV ICES.

APPLICATION FILED DEC. 24, 1903.

2 SHEETS-SHEET 2'.

N0 MODEL.

11 u n W mam GEORGE E; TURNER, E

OPERATING MEQHANISM Patented. October 4, 190 1.

P TENT OFFICE.

BELLEFONTAINE, OHIO.

FOR HOISTING DEVICES.

q SPECIFICATION forming part of Letters Patent NO. 771,338, dated October 4, 1904.

Application filed December 24, 1903. Serial No. 186,471. (No model.)

' To all whom it may concern:

frame of the machine.

Be it known that I, GEORGE E. TURNER, a citizen of the United States, residing at Belle fontaine, in the county of Logan and State of Ohio, have invented certain new and useful Improvements in Operating Mechanism for Hoisting Devices, of which the following is a specification.

My invention relates to improvements in controlling mechanism for hoisting. devices, and it is especially adapted for use with steamshovels and similar machines.

The object of the invention is to provide means for controlling the hoisting apparatus both in raising and lowering and to work the mechanism from a single operating-lever.

The invention consists of the constructions and combinations of parts hereinafter described, and set forth in the claims.

Inthe drawings, Figure 1 is' a side elevation-of a device embodyinginy invention, same being herein shown as applied to a steam-sho vel; Fig. 2 is a diagrammatic view of the controlling mechanism. Fig. 3-is a detail of the same,

Like partsare represented by similar letters of reference in the several views.

In the drawings, a, a represent the main I) is the hoistingdrum, mounted thereon in the usualway, and 0 is the driving-engine, the crank-shaft c of which is provided with a pinion 0 which meshes with a spur-gear 6 on the drum 6. The pinion 0 runs loosely on the engine-shaft 0', but is provided with a clutch 0 adapted to be engaged by a clutch-collar f, splined onto the engine-shaft 0, so as to turn therewith, but adapted to move longitudinally thereon in a well-known manner. The pinion c is also provided with the usual band or friction brake d, by means of which the pinion and the drum may be stopped when the clutch is disconnected, while the engine-shaft continues to revolve. This brake or brake-band is connected through suitable mechanism to a piston-rode of a power-cylinder 6. This power-cylinder a may receive its motive power from any convenient source, preferably from the boiler which supplies the engine 0, and is ing on the position of the controlling-valve, which is supported by the valve-stem 0 these constructions being usual and well-known apfiliances and needing no detailed description ere.

The brake d is preferably connected to the piston 6' through the agency of a bell-crank d, one arm of which is adapted to contact with a projection e on the piston-rod 6', so as to move the brake band in one direction onlyt hat is, in a direction to apply the friction on the brakethe movement in the other direction being obtained by a spring e, this arrangement permitting a continued movement of the piston e after the brake has been released, a stop 6 being preferably provided for the bell-crank arm (Z to prevent the spring usual construction and adapted when moved in ion and in position shown in Fig. 2, the leven f is engagedby a spring-actuated catch g,

which 1 term the safety-catch and which prevents the clutch from being thrown into engagement until said safety-catch is withdrawn. This safety-catch is pressed into engaging position by a spring g, and the outer end is preferably beveled in such a way that the clutch-lever f when moved into disengaging position can pass the catch, forcing it back against the tension of its spring, after which the catch will immediately spring forward and engage the clutch-lever until it is scribed.

The valve-stem e of the-powercylinder e is operated by a lever 6 which lever is connected by suitable rods and connecting devicese to a main operating-lever It. This main operating-level" h is also connected by a suitable connection it to the throttle or controllingvalve 7b2 of the driving-engine c, the connection between the throttle-lever and the connecting-rod It being preferably a loose connection which permits a limited movement of the controlling-handle it without disturbing the throttle or controlling-valve If, this being preferably accomplished by means of adjustable stops it on each side of the throttle-lever it. The spring-catch g is provided with a projection 9 adapted when the controllinglever e of the power-cylinder is moved to an unusual position to be engaged by said lever and on a continued movement of said lever to withdraw the safety-catch g.

The controlling-lever h is provided with a segment if, which is preferably provided with two concentric faces h and 72/ but formed on different radii from the pivotal point of the lever. l1. and connected by an offset it". The lever h is also provided witha spring-pressed roller h, which is adapted to travel over the downwardly.

respective faces.

The operation of the device thus described is asfollows, the parts being in the position shown in Fig. 2, which may be termed the normal position, with the clutch f disengaged and the brake also disengaged from the pinion and with the engine a at rest: In this 1 of the lever h. The operator can move the lever within the limits of the track it without disengaging the safety-catch g. When the roller it, however, comes against the offset h, which forms what may be termed a movable stop, he has reached the. limit within which he can operate the power-cylinder 6 without disengaging the latch g, and hence without applying the clutch f. It will be understood that the movement of the controlling-lever it is freearound the tracks h and if; but it requires an additional effort on the partof the operator to crowd the roller over the offset it, or, in otherwords, in passing from one track to the other. The offset and the safety-catch therefore furnish the means of preventing any accidental engagement of the clutch while handling the brake mechanism through the agency of the controllinglever 72.. When it is desired to start the drum for hoisting, the controlling-lever his thrown over until the roller it passes the offset it" and comes onto the track it. The controlling-arm e is brought into contact with the safety-catchand releases the same. At the same time the power is applied to the cylinder 6' and forces the clutch into engagement. This movement of the controlling-lever also operates the throttle-valve of the engine and starts the engine. If the controlling-lever his to be used simply for controlling the engine, it is kept on the track it and may be moved within the limits of this track to control the engine without disturbing the other operating parts. As soon as the controlling-lever h is moved back to the offset 71, however, which will shut off the steam, the operator is notified that a further movement of the lever in that direction will disengage the clutch, and it will be seen that this arrangement permits the application of the brake upon the same movement that throws out the clutch. Hence the drum may be stopped and controlled without regard to the stopping of the .engine, which may continue to operate although the steam may be shut off therefrom.

I have shown the differen t partssuch as'the brake, the clutch, and the operating parts-of a well-known construction; but it is obvious that any suitable Well-known form of these parts may be employed instead of the specific form shown.

Having thus described my invention, I claim 1. In a hoisting device, a hoisting-drum, a brake, a clutch, and a driving-motor .for operating said drum, a motor for operating said clutch and brake, a controlling-lever connected to the respective motors, a safety-catch for holding said clutch out of engagement, and means connected with said controlling-lever to determine when said catch is released, substantially as specified.

2. The combination with a winding-drum, a brake, a clutch and a motor for driving same, of a motor connected to said brake andcl'utchrespectively by means which permit an independent movement of the said parts, a safetycatch, a controllingdevr adapted to control the movement of both of said motors and also to operate said safety-catch, and means connected with said controlling-lever to determine when said catch is released, substantially as specified.

3. The combination with the Winding-drum, the main driving-shaft, a clutch for connecting said driving-shaft to said drum, and a brake for controlling said drum, a 'motor for operating said shaft, and a separate motor for controlling said brake and clutch, a controllingleverconnected to each of said motors and adapted to control the same when in diflerent positions, and a movable stop on said lever to determine when said lever has passed from the control of one device to that of the other, substantially as specified.

4. Thecombination with the rotating shaft, the winding-drum, the movable clutch for connecting said shaft to said drum, a brake for controlling the drum, a catch for holding said brake out of engagementfa motor for operating said brake and clutch, and a controllinglever adapted when moved to an unusual position to disengage said catch, substantially as specified.

5 The combination with the driving-shaft and the drum, a clutch between said drum and shaft and a brake connected to said drum, a safety-catch for said clutch, a controlling device for operating said clutch and brake re spectively, said controlling device being adapted to move said clutch when moved to one position and capable of an independent movement to control said brake, substantially as specified. l

6. The combination with a rotating shaft,

winding-drum, clutch,and brake as described, I

leverbeing also adapted to operate the brake and clutch, and amovable stop connected with said lever to determine the range of movement of said lever for operating the respective parts, substantially as described.

7. The combination with the rotating shaft, drum, brake and clutch, a motor for driving the shaft, a motor for driving the clutch and brake, a safety catch for said brake, the controlling-lever connected to the respective motors and to said catch, said controlling-lever being provided with a segment having concentric tracks separated by an oifset, and a springpressed contacting device to engage said device and offset, substantially as and for the purpose specified.

In testimony whereof I have hereunto set my hand this 17th day of December, A. D. 1903.

GEORGE E. TURNER. V Witnesses:

JOHN E. WES-T, CHAS. B. HARNER.

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