US841042A

US841042A - Hoisting-engine.

Info

Publication number: US841042A
Application number: US28852405A
Authority: US
Inventors: Almon E Norris
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-11-22
Filing date: 1905-11-22
Publication date: 1907-01-08
Anticipated expiration: 1924-01-08

Description

APPLICATION FILED NOV. 22. 1905.

PATBNTEDJAN. 8, 1907. A.E.N0R R1s lH'oIsTING ENGINE.

4 SHEETS-SHEET 2.

PATBNTED JANQ 8, 1907.

A `A. E. NORRISA HOSTING ENGINE. APPLIUATIIQ- FILED Nov. 22, 19054.

iQuintus-SHEET a,

1HE NoRRls PETERS co., wAsmNsroN, D. c.

PATENT-ED J'AN. 8, 1907.

A. E. NORRIS.

HO-ISTINGr ENGINE.

PPLIOATION FILED Nov. 2z. 1905.

4 SHEETS-SHEET 4.

THE NaRms Ps1-sns ca., wAsHmGnm. l:4 c.

UNITED sTATEs PATENT oEEioE.

ALMON E. NGRRIS, OF CAMBRIDGE, MASSACHUSETTS.

HOISTING-ENGINE.

Specification of Letters Patent.

Patented Jan. 8, 1907,

Appliation filed November 22, 1905. Serial No. 288,524.

To all whom t rnv/ay concern:

13e it knownthat I, ALMoN E. Nonnis, a citizen of the United States, residing at Cambridge, county of Middlesex, and State of Massachusetts, have invented an Improvef ment in Hoisting-Engines, of which the fol-- lowing description, in connection with the `accompanying drawings, is a specification,

like figures on the drawings representing like I parts.

lThis invention relates to'a hoisting-engine yhaving, in additionto the regularhoistingdrums, a swinging gear for swinging a derrick, crane, or similar device; and the invention-has for i-ts obJect to provide a novel :gearing to be interposed between the hoisting-drums and the drums'of the swinging vgearfor driving said drums iny either direction.

Heretofore the drums of the swinging A gear, on whichthe swinging rope isfwound,

have been driven from the hoisting-drum by two independent clutches, one of which is Iadapted to drive the swinging drums in one `direction and the other of which drives them -in the opposite direction.

In my invention I drivey the -swinging jdrums by means of a differential reversingxgearing, all rof which will be more fully hereinafter describedy and then pointed out in the claims.

In the drawings, Figure 1 is a side view of a hoisting-engine embodying my invention.

- Fig. 2 is a top plan view.

Fig. 3 is an enlarged sectional view through the differential reversing-gearing. Fig. 4 is a reducedsection on'the'line y y, Fig. 3; and Fig. 5 is a similar section on the line x, Fig. 3.

I will first describe briefly the main elements of the hoisting-engine and then rdescribe particularly my improvement.

-3 designates'theboiler, 4 the cylinders of Ithe engine, and 5 and 6 two hoisting-rope v 1 the'drum 6 being driven from the drum 5.

friction-drums, which are drivenofroml the engine; all as usual in this class of devices,

as usual. The shaft 11 is driven in one direction or the other, according to the direction in which it is desired to swing the der-` rick or boom, the rotation of the shaft in one direction winding up one end of the swinging rope on one drum and unwinding it from the other, and its rotation in the opposite di.

rection reversing this operation.

The shaft 11 is driven from a countershaft 14, which in turn is driven from the shaft of the drum 6 by suitable gears 15, 16, and 17. The shaft 14 is always rotated in the same direction, and in order to drive'the shaft 11 in either directionv from this shaft 14 I employ the differential ygearing mechanism, which is designated generally by 18 in Figs.

1 and 2 and which is shown in detail in Figs.

3 4, and 5.

This differential reversing-gear mechanism comprises two gears 20 and 21, both fast on the shaft 14 and both geared to the driving member or gear 22, which is loose upon the shaft. The gearing connecting the drivinggear 22 with the gear 20 comprises a plurality of pinions 23,'each loosely mounted on a stud 24, carried by the driving-gear 22 and each meshing not only with the'gear 20, but also with=the internal gear 25, forming part .of `or rigid with a brake or resistance member 2,6, which is loose upon the shaft 14. The gearing which connects the driving-gear 22 with the gear 21 consists of a plurality of pinions 27, each loosely mounted on a stud 28, carried by a resistance or brake member 29, also loose on a shaft 14. Said gears 27 mesh both with the gears 21 and with an internal gear v30, which is rigid with or forms part of the driving-gear 22. Both `the yresistance or brake members 26 and 29 are provided at their peripheries with brake-surfaces, (designated 31 and 32, respectively,) and encircling each brake-surface is a strap-brake, said brakes being designated 34 and 33, respectively. The two strap-brakes 33 and 34 4are connected to a suitable brake-operating mechanism in such a waythat when Aeither brake isy applied the other brake is loose.

As herein shown, one endl of the brakeband 34 is looped about a brake-operating shaft 35, and the other end of saidband is connected to a collar 36, fast on the shaft,

and one end of the brake-band 33 is connected toa strut member 60, which bears against the shaft 35, and the other end is eccentrically connected to a collar 37. The connections between the brake-bands 33 and IOC ICS

IIO

34 and the collars 36 and 37 are such that when the shaft 35 is turned in one direction one brake is applied and the other released, and when turned in the opposite direction the other brake will be applied and the first released.

The shaft 35 has rigid therewith a crankarm 38, which is connected by a link 39 with a suitable `controlling-lever 40, situated in a convenient position for manipulation by the engineer.

With this construction it will be seen that if the brake-band 34 is applied to the brake or resistance member 26 so as to hold said member stationary rotation of the shaft 14 will be transmitted to the driving member 22. through the gears 23, said driving member 22 rotating at a slower speed than the shaft 14, but in the same direction, for since the internal gear 25 is stationary it forms a resistance-gear against which the pinions 23y rotate, and the rotation of the pinions 25,v caused by the gear 20, advances the driving member'22. During this time the resistance or brake member 29 and the gears 27 carried thereby'are running loose. Setting of the brake 34, therefore, will result in rotating the driving member 22 inthe same direction as that of the shaft 14. If, on the other hand, thebrake 33 be set and the brake 34 loose, then the support for the pinions 27 becomes a stationary support, and the rotation of the gear 21 is transmitted to the driving member 22 through the pinions 27. The arrangement of this gear'is such, however, that the driving member 22 is rotated oppositely from the shaft 14. Since the driving member 22 is geared to the drum-carrying shaft 11, it will be observed that said latter shaft may be rotated in either direction by merely setting one or the other of the brakes 33 34.

In this embodiment of my invention the driving member 22 is provided with gearteeth which mesh directly with a gear on the shaft 11, but any suitable means of transmitting power from the driving member to the shaft 11 may be employed.

The drawings illustrate one embodiment of my invention only.

Having fully described my invention, what I claim as new, and desire to secure by Iletters Patent, is-

1. A hoisting-engine, a derriclr-swinging shaft having a gear thereon, a driving-shaft operated by the hoisting-engine, a drivinggear loose on the driving-shaft and meshing v with the gear on the derrick-swinging shaft,

two trains of normally inoperative gearing connecting the driving-gear with the drivingshaft, one adapted to rotate the driving-gear in one direction and the other to rotate the driving-gear in the other direction, and means to render either train of gears operative.

2. A hoisting-engine, a derrick-swinging shaft having a gear thereon, a driving-shaft operated by the hoisting-engine, a drivinggear loose on the driving-shaft and meshing with the gear on the derrick-swinging shaft, and two sets of gearing each including a resistance member for rotating the drivinggear, one set of gearing operating to rotate the driving-gear in one direction and the other set to rotate it in the opposite direction.

3. In a hoisting-engine, a driving-shaft connected thereto to be driven thereby, a derrick-swinging shaft situated in front of the driving-shaft and having a gear thereon, a driving-gear loose on the driving-shaft and meshing with that on the derriclswinging shaft, two trains of gearing connecting the driving-gear with the drivingshaft, each train of gearing including a brake member, a band-brake cooperating with each brake member, and means for operating either band-brake, said means being situated adjacent the controlling means for the hoisting-drum.

4. A hoisting-engine including a drum and means for controlling the same, a derrickswinging shaft situated at the front of the drum and having a gear thereon, a drivingshaft having a gear loose thereon, which gear meshes with the gear on the derrick-swinging shaft, two sets of gearing for rotating the driving-gear in either direction from the driving-shaft, and means situated adjacent` the drum-controlling means for controlling the operation of the two sets of gearing.

5. A hoisting-engine, a driving-shaft connected thereto to be driven thereby constantly in one direction, two gears fast on the driving-shaft, a driving-gear loosely mounted on said shaft, two brake members also loosely mounted on said shaft, one of said brake members carrying a plurality of pinions meshing both With one of the gears on the driving-shaft and a gear rigid with the driving-gear, said driving-gear having a plurality of pinions meshing with the other gear fastl on the driving-shaft and the other resistance member, and a brake for each resistance member.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ALMON E. NORRIS.

Witnesses:

LOUIS C. SMITH, MARGARET A. DUNN.

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