US1624260A - Hoist contbol - Google Patents

Description

April 1 2, 1927.

W. J. LILLY ET AL HOIST common Filed Oct 9. 1952 4 Sheets-Sheet 1 A TTORNE YS a I I Aprll w.' LILLY ET AL HOIST CONTROL I INVENTORS Y "fill Z 4 Sheets-Sheet 2 Filed Oct. 9, 1922 and 52 ATTORNEYS April 12, 1927. 1,624,260

- v w. J. LILLY ET AL HOIST CONTROL Filed Oct. 9, 1922 4 Sheets-sheaf. s

. 2s 69 95 A I 152 12? v O15 "61 l I a; 5 10 I "2 y 11 A h o 05 I 1 \t/ BY 11112 0 200 ATTORNEYS Ap 1 1927' w. J. LILLY ET HOIST CONTROL Filed Oct. 9. 1922 4 Sheets-Sheet 4 I NVENTORS WJL,

ZZZ and A TTORNE YS Patented Apr. 12, 1927.

l lllll lilld ill/"ILLIAM Jl'. LILLY, OF ".EihCflIVUt, WASHINGTON, AND 'JEI'EITBY. H. LOGAN, 0F CHICAGO, ILLINOIS.

i-rorsr contract.

Application filed Uctober 9, W295.

Our invention relates to controls in hoisting engines and mine hoist mechanisms associated therewith, such as a hoisting drum for receiving the hoist cables, a hoisting engine, a brake engine for applying brakes to the hoist drum, and an electrical signal mechanism for indicating the position of the various instrumentalities of the controller.

An object of our invention is to provide a hoisting engine control which automatically shuts off the hoisting engine power and applies the brake mechanism when the skip or cage in the shaft exceeds a predetermined speed at either of its limits of travel, provided the engineer does not perform this operation at the proper time. It may be well to state at the present time that our improved controlling mechanism is not illtended to replace the engineer, and manual control of the skip or cage, except at such times when the engineer is incapacitated or fails to operate the hoist within safe limits. It is not uncommon in the art to find the engineer or operator in charge of the mechanism incapacitated through accident or even death while on duty, in which event serious accidents might befall occupants of the cage or skip or to the hoisting mechanism and persons about the mechanism.

A further object of our invention is to provide a hoisting engine control in which means is provided for first giving an audible signal to the engineer if the skip or cage exreeds the speed consistent with safety, and if the engineer failsto properly reduce the speed, to'open a switch, which will shut off the hoisting engine and apply the brake mechanism.

A further object of our invention is to provide] a hoisting mechanism in which an audible alarm is given just prior to the cageor skip reaching its limits of travel, so that the engineer. may know in advance that the hoisting engine must be stopped, and the brakes applied.

A further object of our invention is to provide a hoisting mechanism in which meansis provided for setting the brakes for the hoisting drum gradually, if the cage or skip is at points intermediate its full length of travel, and for causing the relati ely quick application of the brakes if the Serial No. 593,456.

cage or skip isadjacent to either of its limits of travel.

A. further object of our invention is to provide a hoisting engine control which may be manually manipulated for maintaining a speed consistent with the safety of men when riding in the skip or cage, or which may be operated to maintain a speeot unsafe for men but proper for the hoisting of coal or ore. Means is provided with this equipment which We choose to call a mansafety equipment for visibly indicating to men at the various landings of the shaft and its limits of travel that the man-safety mechanism is in operative position. It is therefore improbable that men would step into the cage knowing that the man-safety mechanism is not in operation.

A further object of our invention is to provide a hoisting engine control which has means for adjusting the control mechanism by rotating the entire cam supporting dials forming a part thereof, upon their support, thereby compensating for any variation in the length of the hoist cables, as by changes in temperature. (A cable stretches rapidly when first put on, but gradually less as it is used.)

A further object of our invention is to provide a hoisting engine control in which means is provided for permitting the rapid movement of the skip or cage when adjacent to one of its limits of travel but moving in a reverse direction. We have heretofore stated that our control device prevents ex cessive speed of the skip or cage toward its limits of travel, but this; is only when the skip or cage is moving in the direction of its limit of travel. In order that no time may be lost in accelerating a skip filled with ore when starting the trip, it is important that the skip move as quickly as desired, and

to this end we have devised an acceleratstopping the cage at the man landing and not the rock landing, which is usually at a point higher than the man landin A. further object of our invention is to panying drawings, forming 'part of this ap plication, in which- Figure 1 is a side elevation of an embodiment of our invention, a portion thereof being'broken away, and the, switch cover removed,

Figure 2 is a fragmentary view of a portion of the mechanism illustrated in Figure 1,

FigureZ is a fragmentary view of a part of the mechanism illustrated in Figure 2, as when the governor is expanded,

Figure f is an end elevation of the mechanism illustrated in Figure 1 on a reduced scale,

Figure 5 is a fragmentary front elevation of the mechanism illustrated in Figure 1,

Figure 6 is' a diagrammatic View showing the electrical circuit employed for the mansa fety mechanism,

Figure 7 is a diagrammatic view of an electrical circuit employed for the acceleration mechanism,

Figure 8 is an end elevation of a brake actuating mechanism, operated by our improved controlling device,

Figure 9 is a side elevation of the mecha nism illustrated in Figure 8, with a part added thereto,

Figure 10 is a side elevation of the mechanism for controlling the speed of the actution of the brake actuating mechanism, and

Figure 11 is a view of a modified form of a part of the mechanism of Figure 10.

In carrying out our invention we make use of a frame 1, forming a stand upon which the various instrumentalities of our control ler are mounted, Ordinarily our controlling mechanism is fixed with the base 1 upon a pedestal so that the controlling mechanism is sufficiently clear of the floor so as to enable the engineer to have access to the various parts thereof readily, and so that the presence of obstruct-ions on the floor may not hinder proper functioning of the mechanism.

A shaft 2 is rotatably mounted upon the frame 1 and is arranged for connection by some positive driving mechanism with a hoist drum for which the controller is provided. Ordinarily gears disposed upon the shaft 2 and upon an adjacent counter shaft which is connected with the drum form adequate positive connection although sprocket and chain mechanisms as well as the use of bevel gears and drive shafts are efficient. A second shaft 3 is rotatably mounted in parallel relation with the shaft 2, and a gear 4: is carried by the shaft 3, which is in mesh with a gear 5 carried by the shaft 2. The gears l and 5 form reduction gears, whereby the rotation of the shaft 3 will be slower than the shaft 2. A worm 6 is carried by the shaft 3 and is in mesh with a worm gear 7, carried by a shaft 8, disposed transversely to the shaft 8. A pair of cam supporting dials 9 and 10 is rotatably mounted upon the shaft 8, one on each side of the base. portion 1, and of the worm gear 7. Assuming that there are two ropes used on the hoisting drum, one rope winding on one end as the other rope unwinds from the opposite end, then one dial will protect the approach of rope #1 at the top, and the rope #2 at the bottom, while the other dial will protect the approach of rope #2 at the top and rope at the bottom.

Driving engagement between the shaft 8 and the dials 9 and 10 is provided in two gears 11 keyed to the shaft 8, andv internal gears 12 forming a part of spiders 13 upon which the dials 9 and 10 are mounted, and pinions 14: in mesh with the gears 11 and with the internal gears 12. In Figure 4; of the drawing, each of the spiders 13 may be seen, the spider associated with the dial 10 being partially in section to expose the {rear 11 associated therewith, and the pin 1% as: well as the internal gear portion 1), which latter members may also be seen in Figure 1. Inasmuch as the gearill, the pin 14., th spiders 13 and the internal gear portion 15 associated with the dial 9 are identical in structure to that associated with the dial '14", these members have not been shown in so tion in Figure 4 for the purpose of simplit ity. This gear train as in the case of a gear train 6+5 is a reduction gear train. so that the ultimate movement of the dials f and 10 is relatively slow as compared to the rotation of the shaft 2.

The dials 9 and 10 are fixed to their respective spiders 13 by means of foru' binding bolts 15 which when loosened permit the advancing or retarding of the dials 9 and 10 upon their respective spiders 13. This structru'e is for the purpose of adjustin h mechanism for variations which may occur in the length of the cables, that is. the cables used for supporting the ship or cage in the shaft, particularly in the installation of a deep mine hoist.

A governor for operating the speed actuating mechanism of our improved controller is carried by a vertically extending tubuure 5.

(ill

eeaeeo lar shaft 16 rotatably supported at the up per end of the frame 1.

A bevel gear 17 is carried at the lower end of the shaft 16 and is in mesh with a bevel gear 18 disposed upon one end of a horizontally mounted shaft 19. lChe shaft 19 is provided with a gear 20 at its outer end which gear is in. mesh with a gear 21 carried by the shaft 2, so that the governor which is shown at 22 may be directly connected with the shaft 2, and thence with the hoistlug drum. A. push rod 23 arranged to'be moved downwardly as the fly balls 2% of the governor are elevated, has disposed adjacent the lowermost end thereof a collar 55! A bifurcated lever 26 pivotally mounted at 27 of the frame 1, has its bifurcated portion in engagement with the under side of the collar 25, whereby downward movement of the push rod 23 will occasion a rocking of the lever 26 upon its support 27.

an adjustable weight 28 connected with the lever 26 through a connecting link and an arm 30 is provided for opposing the ele ration of the outer end 31 of the lever 26, and then the elevation of the fly balls 24;.

A dashpot 32 having its piston 33 con.- nected to the lever 26 by means of p t an 134; provided for maintaining steady in vement of the lever 26 and thereby preventing; unintentional fluctuations of the lever.

An over-speed switch arranged for oper ation by the governor 22 is provided and consists in a pair of stationary switch members mounted upon an insulating panel- 36. (see Figure 2). It should be noted that while but one of the switch members is visible in the side elevation shown in Figure 2, the relative positions of these switch members 35 is clearly shown in Fig- A switch i'e'ien'iher 37 carried by insulating block 38 and arranged to he moved into engagement with the switch members 35 so as to form an electrical connection between the members menu" 1 upon an L-shaped switch lever 39, pivotallv supported at 40 within a switch housii part of which is shown at and which is supported upon the frame 1. A tension spring 42 is provided for the purpose of nornlally holding the lever 39 in such a position as to cause the switch member 53. to engage and contact with the switch mem bers This switch 3537-35 we shall hereinafter refer to as the over-speed switcln and is one oi three switches employed for the purpose of stopping the hoisting engine and applying the brake mechanism to the hoist drum if the hoist drum. ,eeds the speed for which the controller is set or it. the hoist drum permits the cable to move beyond either of its normal limits ot travel, the latter two switches being for the purpose of preventing over travel of the ship or case. lhese three sets of switches. one of which has just been described, are preferably connected in series in the circuit for controlling the hoisting BliglIlB.

An over-speed alarm switch for the pun pose of closing circuit n which an electric bell is a part, for ad the en ineer that the speed of the hoist drum is approach-- ing a speed inconsistent with safety provided in a contact member 43 carried by the substantially horizontal portion of the L-shaped member 39. A co tact member carried by lever 46. i 1 will the contact member 1-? i -ovided mnconipleting the over-speed alarm switch. The lever 4-6 has its fulcrum at 88. This fulcrum 88 is floating in nature, and the particular construction thereof will be hereinafter de scribed. The rearward end of the lever 4:6 is connected at l? to an intermediate point of a floating lever 4:53, one end of which connects with a linl: 49, the opposite end of the linlr l?) being pivotally connected. at to the forward end. 31 of the lever at that point where the pitlnan 3 1 engages the lever 26. lTrom inspection of FlI11TS 2 and 3 it will be seen that downward movement of the push rod 23 as by expansion of the governor will place the levers Bil and 46 in the position shown in Figure assuming for the moment that the point 69 is stationary, thereupon causing the contact member 15 to engage with the contact member a3 and close the circuit therebetween and also to force the lever 39 in such a position as to disengage the switch member 37 from the switch members thereby opening the over-speed switch 35-37 This is precisely what occurs when the speed. of the hoist drum exceeds the speed consistent with safety. and is determinable by adjustment of the various instrumentalities of the govcrnoiz including the adjustment of the weight 28.

lln order that the over-speed alarm bell heretofore n'ientioned may operate before the over-speed switch opens. so as to permit the engineer to have time to manually actuate the hoist control so as to lessen the speed, we have constructed the contact member so that it may slide upon its axis for a distance of sub nlally on thirtv-second to one-si y-fourth of an inch. and have provided a spring 51 for normally holding the co .tact inen'iber (5 at that end of its axial travel adjacent to the contact member 43. The strength of the spring 51 must necessarily be less than the force e7;- erted by the spring 412 so that when the lever 46 is moved downwardly into the position shown in Figure 3, the contact members 4:? will first onstage. thcrelrw ceusi the over-speed alarm bell to ring. llurther movement of the lever 46 will not cause in in'nnediate movement of the lever 30. since the spring n1. will give, permitting the movelid gar-dies; o

ment of the contact member 4-5 to the opposite end of its eiial' travel bci'orc n'iovemei'it ting engine of the lever in'ipartcd to the Meansfor shutting oil the hols and applying the brake mechanism when the ship or cage has reached its end of travel re- :avitch housing, part of which is indicated at 41. Switch me ibers 5% for electrically conncctingr the contact members 52 and 53 are carried by an insulating; block 55, pivotally mounted on lm-shapod lever: 56 within the switch housing. These levers 56 are pivotally supported at and are connected by means of connectingre 58 or hell cranks 59 having rollers (30 at the outermost end oi? their longer arms. Thee rollers (3-8 are arranged to engage with final switch cams 61 carried by the adjacent dials 9 and 10. in Figure l we have shown the cams in proper relation on the right-hand side of the machine, but for the sake of simplicity, the cams have been omittel fro n the left dial or dial 9. When the cam 61 enga, with the roller 60, the crank arm 59 will be raised, thereby raising the lever 56 and causing the switch member to move out of engagement with the contact members 5:2 and 53, thereby opening the switch, which will perform the same function the opening of the switch Means for compelling reduction in speed of the hoist drum as the skip or cage approaches its ends of travel is provided in a retarding mechanism By egos associated with the switch 35-87-3o. compelling reduction in the speed, we mean that if the engineer fails to reduce the speed of the hoist drum as the ship or cure approaches its end 01" travel that the hoist engine will be shut oil and the brakes applied through the opening of the switch 35-Z7- 85. If the engineer docs heed an audible signal, the nature of which will be hereinafter described, and reduces the speed at the end of travel, then the retardation mocha nism will follow the engineers movements until the final stop has been br right about. This retardation mechanism consists in a bifurcated retardation lever 63, pivotall supported upon the frame 1 and having 011- ers 65 upon each the l'ilflllfililiQCl p rtions thereof. The rollers 65 are in registration with the peripheral edges or" the dials 9 an d 10, so that retardation cams 66 carried by the dials 9 and 10 with the rollers 65 as the dials are moved, and occasion the pivotal movement of the lever 63 upon their axis 64. As the lever 63 is actuoeeeeo ated, as by means of the cam (56, it will assume the position shown in dotted lines in Figure 2. A push rod 67 is pivot-ally connected at 68 to the lever (33 and at its uppermost end at 69, to one end of the floating lever so that clemtion oi the push rod 67 to the position shown in dotted lines will occasion a downward movement of the lever do, (see dotted lines in Figure 2). It is apparent that when the push rod 67 is in the position shown in dotted lines in Figure Q'that the less expansion of th governor 22 is required than normally, to open the switch 35-37 tiierefore our improved control coinpclls a reduction in the speed of the hoist drum at its ends of travel.

lt will be noted from inspection of Figure lthat the retardation cam 66 has an inncd approach TO so that initial movement of the lever 63 is gradual.

We have heretofore shown that our improved controller compells reduction in the speed of the hoist drum as the ship or cage approaches the ends of travel. This piccautiimary feature one oi. the utmost imand must be employed in the suciu operation of the hoist within the its of safety. It is sometimes necessary and essential to ellicient operation, however,

that the ship or cage may move away from its limits of ravel when adprccnt to that limit unretarded by the retardation mechan described. This is particularly important where ore or coal is to be hoisted and the days output of work dependent entirely upon the speed at which the hoist is to be operated.

lllechanism for permitting); the movement of the ship or cage away from its ends of travel normal or full speed, vet eillectivcly preventing; m vemcut of the ship or cage toward its end of travel at normal speed is embodied in an acceleration circuit including; a solenoid 73 mounted within the switch housing; and havinga core 7% which may he moved into engagement with the open body 75 of the solenoid, (see Figure 2) or which may drop to a position below the solenoid 73 as shown in Figure 1 when the solenoid is deeuere ized. The inovahlc core Tel. oi? the solenoid is provided with a plunger 74; and a dasbpot M" for the purpose of maintaining; a steadvmovement in the descent or ascent of the solenoid core. A lever is pivctally mounted at 91 at a short distance trom the body T5 of the solenoid 73. This lever 80 is pivotallv connected by a link 82 to the pivotal connection (38 of the push rod 67 and the retardation lever 6?). A link 83 and a floatin t lever 84 pivotallv connected with one another form a mechanical connection between the core T l and the lever 80. lt will be noted that the lever 80 is formed in the shape or a bell crank and that the portion 85 thereof, to which the link 84 is connected, is the shorter arm of the bell crank.

A push rod 86 is supported at its lower end upon the link 84 adjacent to its connec tion with the bell crank lever 80. The upper end of the push 10d 86 is disposed in a socket 8'? which is attached at 88 to the lever 46 intermediate the length of this lever. A link 89 is employed for connecting the fixed shaft 40 upon which the switch lever 39 is mounted with the pivotal connection 88.

The purpose of the link 89 is to provide a pivotal mounting for the entire assembly, consisting of the member 46 and the members 48, 49 and 31, which are lifted by movement of the rod 68 upwardly upon actuation of the cam lever 63, and also to permit movement of this assembly when the solenoid core chops and permits the rod 86 to fall. The switch 3738 is actuated, i. e., opened, upon engagement of the contact member 45 with the member 43 when the spring 51 has yielded so as to cause the member 39 to move upon its pivotal support 40 against the action of the spring 42 so as to carry the member 38 out of engagement with the members 37.

A stem is arranged to extend upwardly from the pivotal connection 88 and to a point enteriorly of the switch casing. This stem 90 carries an adjustable weight 91 thereupon for the purpose of bearing down upon the lever 46 so as to assure a firm contact of the contact members 43 and 45 of the overspeed alarm switch heretofore described.

When the core 74 of the solenoid 73 is elevated to the position shown in full lines of FigureQ, the push rod 86 will likewise be elevated so as to cause the lever 46 to rise slightly at the portion embodying a pivotal connection 88, thereby raising the fulcrum of the lever 46 and making it necessary to movethe lever 46 a greater distance in order to cause contact of the over-speed alarm contact members 43 and 45.

V hen the core 74 is in the position shown in dotted lines, which is the normal position of the core, the fulcrum 88 of the lever 46 is in its normal position, and engagement of the overspeed alarm switch contact memher will be effected by a lesser movement of the lever 46.

It is well to note at the present time that the purpose of an accelerating solenoid 73 and its association with the lever 46 is merely to overcome the effect of the operation of the retardation mechanism when the cage or skip is moved in a reverse direction. An inspection of Figure 2 will show that when the retardation lever 63 assumes the position shown in dotted lines, as by virtue of the retardation cam 66 engaging therewith, that the link 82 will cause elevation of the bell crank lever 80 so as to slightly raise the pivotal. connection between the link 84 and the bell crank 80. While the mechanism is in this position, the elevation of the core 74 to the position shown in full lines will cause a considerable change in an upward. direction of the fulcrum 88 of the lever 46.

The circuit employed for operating the solenoid 73 in conjunction with the accelerating mechanism involves a pair of switches 92, 93, 92, 94, 95, 94, mounted within the switch housing, 1 in registration with each of the dials 9 and 10. The movable elements 9395 of the switches are pivotally mounted upon axes 96 and are each provided with a radially extending arm 97 bearing a roller 98 at the outermost end thereof, which roller is in registration with an accelerating cam 99 carried upon the dial associated with the switch of which the ad jacent arm 97 is a part. In Figure 1 we have shown the cam 99 just about to engage ith the roller 98 of the switch 9495-94. Engagement of the cam 99 with the roller 98 will cause the movable switch element to be elevated and engaged with the switch members 94 so as to close that switch. In Figure 7 the circuit embodying this accelerating mechanism includes a solenoid 73, the accelerating switches herein described, and a pair of switches 100 and 101. These switches 100 and 101 are arranged by any suitable mechanical means in such a manner as to alternately open and close when the reverse lever at the engineers platform is actuated, i. e., when the hoisting engine is driving the hoist drum in one direction, one of the switches is closed, the opposite switch being closed when the hoist drum is being driven in the opposite direction, the remaining switch at all times being open, so that actuation of tee accelerating switch associated with the closed switch 101 or 100 may not occasion energization of the solenoid 75 by virtue of the electric current from the service line 102, and affect the controlling mechanism in the manner heretofore set forth.

Means for maintaining a speed consistent with the safety of men is provided in mechanism forming a part of our controller which we choose to call the man-safety mechanism. This mechanism performs two important functions, first, that of effecting a change in the position of the dials 9 and 10 and their drive shaft 8 so that the skip or cage may be brought to a stop at the man landing, which is below the rock landing, and which will so affect the governor control over-speed switch 353735 as to cause that switch to open at a lower speed of the hoist drum than when the device is in use for the control of the skip or cage when men are not riding, so that the speed of the skip may not rise above that degree safe for the handling of men. This mechanism consists in a lever 105 upon which the.

pinion 14 is mounted. This lever 105 is plyotallymounted concentric with the shaft 8,'which carries the gears 11. There is one lever 105 for each dial 9 and 10. Slotted portions 106 of the lever 105 through which stop pins 107 are projectedserve as a means for limiting the movement of the lever 105 upon itsaxisfi. It. will be manifest that any oscillatory movement of the lever 105 tuationby the engineer. These rods 108 are pivotally connected at 109 to a cam 110 whichisin turnpivoially supported at 111 upon the frame 1. The cam 110 is connected a link 112 to the' lever so that elevatipn of the connecting rod 108 and consequently elevation of the cam will occasion the advance of the dial '9 or 10 associated with the lev'er105. hen the cam 110 is elevated "it will engage with one fork of abi'furcated member'113, thereby elevating; the push rod 67 in precisely the same manner as when the retardation cam 63 is in operation, butto a slighter degree. This elevationfof the push rod 67 will so alter the ,mechanical connection'of the governor 22 and the over-speed s1 op switch 35 3735 that the switch will open when the hoist drum traveling at a lesser speed than is normally. attained for raising rock. In Figure .6 is. shown an electricalsignal system which is used in conjunction with the main safety mechanism. This system embodies incandescent lamps115 at the top and bottom of the: mine shaft, and a lamp 116 in the engineers room for the protection of c agefcarried one rope, and lamps 117 at-thje; top and; bottem vof the shaft, and a iamp 1 18- in. the engineers room for the ,age carred by the, other rope. Electric switches r actuating the lamps in this signalcircuit consist of ,four stationary switch members 119 and a pairof movable switch members 1 20 associated with one of the earns 1.10: .byfmeans of. a link 121 having a floating ,c'onnectionat 1 2 2 with a pivotally mounted switchflever 123 upon whichthe movable :switeh nemhers are supported. W hen shame 1Q5fisociated withfthe dial 10 is actuatedflby its assoeiate member 110 being T elevated, thenl the movable switch members 120th lowered into engagement with the stationary switch members 119, energizing the la ips 115 and 116 by virtue of a current source 125.

A switch identical in construction with the switch 119-120119 is disposed on the opposite side of the switch casing and consists in stationary members 126 and movable members 127, arranged to actuate when the lever 105, associated with the dial 9, is actuated. This switch is for the purpose of energizing the lamps 117 and 118 by virtue of the current source so that miners and the engineer may be visibly informed that the man safety equipment is in operation and effective for the cages carried by one rope.

The mechanism for giving audible warning to the engineer that the skip or cage is approaching either of its ends of travel, and which actuates just prior to the engagement of the retardation cam 66 with its associate roller 65 is provided in a bell 1.28 supported at 129 upon the frame 1 of the device. The bell 128 has a clapper 130 carried upon a spring arm 131 which is arranged to extend radially from a shaft- 132. This shaft 132 is rotatably supported in bearings 133 and overlies the peripheral. edge of each of the dials 9 and 10.

The dials 9 and 10 are each provided with an alarm cam 134: which cam is arranged to engage with a cam 135 supported upon the shaft 132 in such a manner as to cause rotay tion of the shaft 132 and movement of the clapper 130 away from the bell 128 against the force of the tension spring 136. When the cam 13 1 moves out of engagement with the cam 135, the spring 136 will cause quick movement of the shaft 132 and consequently the clapper 130 to its original position, thereby striking the bell 128 and giving audible notice to the engineer that the skip or cage is approaching its end of travel, whereupon the engineer may actuate the hoisting engine to reduce the speed of the engine and to ultimately apply the brakes, when the hoisting engine has been shut 00''.

As heretofore stated, the engineer may so actuate the hoisting engine and the brake mechanism as to relieve the safety device of its mechanical functions. It is intended that this shall be the case as our controlling mechanism is for the purpose of doing what the engineer may through inadvertence or disability fail to do, and are therefore for the purpose of averting serious accidents, and damage to both property and life, which occurrences are not altogether uncommon in the art where ordinary control mechanism is employed.

In Figures 8, 9, and 10 we have shown one embodiment of a brake actuating mechanism which may be used with our improved hoisting engine control. This is shown for the purpose of thoroughly establishing the neeaaeo relation of the various instrumentalities of the controller with a brake actuating mecha nism. A shaft 150 is supported upon a beaning member 151, and carr es an arm 15?, radially e tendii L therefrom, upon which a heavy weight it-5 is fixed. A relatively short arm 15 1-, also carii shaft 150, is arranged for connectron l any mcchanical means, such as a connecth rod to the throttle mechanism of t e hoist engine. This may be the ordinary c of throttle or any well known control no. Janis i actuated by the longitudinal lllOVLlllQlle of such a connecting member as the conn cting rod 155, which will move when the weight 153 is permitted to fall.

Means for normally locking the weight 153 men elevated position (see liligure 8) consists in a pair of magnet coils 156., car-- ried by the support 1531. its. arn'iatiu'e is provided at one end of a lever 158 which in turn is pivotally mounted to a projection 159 of the support 151. A latch member 1160, which is arranged to engage with the weight 153 at 161 is pivotally mounted at 162 upon the member 151. This latch member 160 is connected by means of link 163 to alever 16% which in turn is connected by means of a link 165 to the lever 156.

As long as the magnet coils 156 are energized, the latch member 160 will lock the member 153 against descent by virtue of its weight, but when the magnet coils 156 are deenergized, the member 15? will be free to move away therefrom, which will permit the latch member 160 to be moved upon its pivotal support 162, and thereupon permit the weight 153 to drop and operate the throttle mechanism heretofore described, to shut ed the hoist engine.

The magnet coils 156 are disposed in that circuit which has been heretofore d scribed and which includes the final stop switches 50 and 51 and the over-speed switch 353735. Tf either of these switches is open, the magnet coils 1:36 will be deenergized, thus causing the throttle closing mechanism to be applied. The hoisting cn' gine will then be shut Off.

The meohanis n heretofore referred to for gradually applying the brakes or suddenly applying the brakes, depending upon the position of the skip or in the mine shaft, and directly dependent upon the engagement of the retardation cams 66 with their associated rollers 65 is provided in an anvil 16? having a wedge-shaped member 168 slidably mounted thereupon. bell crank 169 is connected. at one end with the member 168 and at the opposite end li/"O to link 1711, the upper end of which is pivotally connected to the retardation lever 63. This arrangement interposes the thinnest part of the wedgeshaped lever 168 between the anvil. 167 and an adjustable striker 172 carried by an arm 1Y3 which is loose on the shaft 150 when one of the retardation cams 66 is in full engagement with its associate roller 5, thereby limiting the downward movement of the arm 1T3. ll hen the retardation cams 66 are not in engagement with the i'UllPilf 65 the heat portion of the wedge shaped member 168 is interposed between the a. ,p er 112 and the anvil 167. In this n'ianner, the full movement of the weight 153 may be exerted upon the braking mechanism when the skip or cage is close to its end of travel and thereby apply the brakes quickly. l i hen the skip or cage is at points intermediate its ends of travel and not close to either of the limit landings, the brake mechanism will be applied gradually.

lln Figure 11 we have shown the modified form of the graduated stop member 168. This form is connected directly with the connecting link 17]. and has an arcuate surface 1% upon which the striker 172 must fall. The graduated stop member is generally lndicatcd at 176.

A link 1'2'7, connected at 178 to the rm 173, ha a floating connection at 179 with a valve control lever 180, which is employed for the purpose of operating the brake engine. It will be noted that by an actuation of the throttle mechanism the brake engine actuated. This valve control arm 180 is also connected by a link 181 to a suitable control disposed at the engineer"s platform so that the engineer may manually control the brake engine regardless of the fact that the weight 153 is elevated. If the weight 153, however is lowered, the engineer m y not again release the brake mechanism u. the weight has been elevated.

From the foregoing description of the "Ev rious parts of the device the operation there of may be readily understood. Let us as sume that our improved safety control device for hoisting engines has been properly installcc and hat the cams 61-66. 9:). and 134; are properly adjusted upon their respect've dials 9 and 10. This is done by moving the cams along the periphery of the dials and tightening the adjusting bolts 140 which also serve to secure the cams to the dials 9 and 10. Let us assume that the man-safety le s 105 are in the position shown in Figure 2, and therefore the con trol is adjusted for use at its greatest speed. i. e. rock speed. The skip or cage. accord inc; to the illustration in Figure 1 just approaching its upper limit of trave Con tinned movement of the hoisting drum will occasion further movement of the dial 10 in a clockwise direction, thereby causing the cam 13% to actuate the bell clapper 131) in the manner heretofore described. The engineer at this time will have knowledge that the skip or cage is approaching its upper end of travel.

If the engineer properly manages the 'hoistin en 'ine and the brake mechanism to reduce the speed of the hoisting drum, and to finally apply the brakes, our i1nproved safety device will not perform any of itsv functions, but will at all times stand ready to l erform any of the steps in the operation of the hoisting drum and engine that the engineer fails to perform. Let us assume that the engineer does not heed the audible warning" and for some unforeseen reason fails to operate his control mechanism. As the hoist drum continues to rotate, the retardation cam 66 will engage with its adjacent roller 65, causing an elevation of the push rod This elevat m of the push rod 67 will be gradual, and if the speed of the hoist drum is not reduced, the lever 46 will move so that the contact members 4-3 and L5 touch, thereby giving an audible alarm that the speed of the hoist drum is too great for safety at the limits of travel, and finally the switch '35 37-35 will be opened. Instantly upon the opening of this switch the magnet coils 156 will be tie-energized and the member 153 will drop, rotating the shaft 150, which will cause movement of the connecting rod 155 to cut off the power, and at the same time allowing the arm 1T3 to drop to the step 1653, thereby actuating the valve arm 180 by means ofthe rod 177, and causing the brake engine to set the brakes. The application of the brakes at this time will be relatively quick, since the retardation cam 66 has caused the wedge-shaped stop member 168 to be moved with its thinnest portion interposed between the anvil 167 and the adjustable striker 172.

Let us assume now that the speed of the hoisting drum is not sutlioient to cause the over-speed switch 35-37-35 to open. In this event, the final stop cam 61 is engaged with the roller 60, supported upon the arm 59, and will cause the limit or final stop switch 51 to be opened. This switch 51 will also cause deenergization of the magnet coils 156. and the hoisting engine, as well as the brakes, would be actuated to bring the cage or skip to a stop.

Let us now assume thatthe engineer is in full control of the hoisting engine and the brake mechanism, and that the skip or cage is at its uppermost limit of travel. It is highly desirable that sutlicientspeed be maintained in lowering the skip or cage for another load, and since no harm may come to the machinery by a rapid movement of the skip or cage in a direction away from the end of travel, the acceleration mechanism and circuit heretotore described must be operated. This is done, as reference to Figure 7 will show, by closing one of the switches 100 or 101. These switches close when the engineer manually operates the lever which controls the direction of rotation of the hoisting drum. Let us assume that the operation of this lever has been accomplished and that one of the switches 100 or 101 has been closed, i. e., that switch which is in series with the switch 94;9594l. A switch 200 is provided, and is so arranged that it will close when the throttle is opened a fractional amount, and will remain closed as long as the throttle is open that amount or more, but will open as soon as the throttle is closed any amount beyond the point at which the switch closes. If it were not for this switch, should the engineer throw the reverse to the opposite direction from that in which the drum is revolving, when nearing the end of travel, as he very often does, the accelerating mechanism would function while approaching the end of travel, instead of when going away, with the result that the allowable speed would be too great for safetv. Since the circuit must pass through the switch 200 before being completed, it follows that if this switch is open, the accelerating mechanism will not function. This means that if the reverse is thrown against the motion of the drum, and the throttle is opened sufiiciently to cause the accelerating feature to function, steam will also be applied against the rotation of the hoist, and the safety device will not be called upon to function, as the power of the hoist will be applied to stop rotation. If that power is not so applied, the controller will function as intended, regardless of the position of the reverse lever. This will cause the energizing of the solenoid 73 and the elevation of the core 74. As the core 74L is elevated, the push rod 86 will be elevated and so raise the fulcrum 88 of the lever 46 as to counteract the tendency of the retardation lever 63, which is at this time in full engagement with the cam 66, to permit the skip or cage to travel away from the end of travel at sufficient speed. When the ship or cage has traveled a suiiicient distance to cause the retardation cam 66 to be moved out of engagement with the roller 65, the acceleration cam 99 will have moved out of engagement with the roller 98 associated with the acceleration switch 9495-9 l. The control mechanism will now assume its normal condition.

Let us assume that the skip or cage is between its limits of travel, but that for some reason the speed of the hoisting drum is greater than consistent with safety. If this be true, actuation of the governor 22 will occasion movement of the lever 46 so as to cause the alarm contact members 43 and 45 to touch and give audible alarm that the hoisting mechanism is traveling at an excessive or dangerous speed. If the engineer does not instantly correct this condition, and an increase of speed is attained, the switch lever 89 will move upon its pivotal support 40 so as to open the overea teed sieed switch ---3T--35 which will deenergize the magnet coils 150, and therefore cause the brake mechanism to be applied and the power for the hoisting mechanism to be shut off.

:Let us assume now that it is desirous to carry men in the cage or ship and that a speed consistent with the safety of men must be maintained. The engineer is in possession of two control members 108 for actuating the man safety mechanism. These control rods 108 are associated with two lever; 105, one for the dial 0, and one for the dial 10. lhe member 108 which is to be actuated depends upon which cage the men are to travel in. Let us assume that men are to ride on the cage whose upward limits of travel are controlled by dial l0 and in the present instance that they are being hoisted.

It does not matter whether the men are being hoisted or lowered, as far as the setting of the device is concerned, as the man-safety feature simply limits the movement upward and down *ard, as well as the speed. Should the engineer start in the wrong direction when attempting to lower men, or fail to stop at the proper point to discharge men when they'are being hoisted, the device must function in precisely the same manner. In this event, the member 108, (see Figure 2) should be elevated, thereby closing the switch 119-120119. This will operate the lamps 115 and 116 so that the men at the top and bottom of the shaft, as well as the engineer may know that the man-safety mechanism for the cage in which men are riding is in operation. As the member 108 is elevated, the lever 105 will move in a clockwise direction, (see Fig. 2), thereby causing the dial 10 to advance upon its axis 8 so that the cams mounted upon the dial will become elfective at a point below the final limit of travel, i. e., the man landing. Simultaneously with the elevation of the member 108, the

cam member 110 will engage with the bifurcated member 113 on the push rod 67 and elevate one end of the floating lever 1-8, thereby raising the operative engaging point 4:7 of the lever 46. This position of the various elements will cause the closing of the alarm contact members 43 and 45 at a relatively lower speed of the hoisting drum than that speed normally maintained for rock. Consequently, the over-speed switch 35-37 -35 will operate at a lower speed than that speed employed for hoisting rock.

I claim:

1. A hoisting engine controller of the type described comprising a shaft arranged for synchronism with the hoist drum of a mine hoist, a dial carried by said shaft, cams car ricd by said. dial adjacent the peripheral edge thereof, a rock arm, a roller carried by said rock arm and arranged to be engaged by said cams, and a switch actuated by the rock arm, said dial being arranged for adjustment on the shaft, whereby said switch may be actuated at various angu lar positions of the shaft.

A hoisting engine controller of the type employed for controlling a brake engine having an electrical controlling circuit which is used in connection with a hoisting engine, comprising a shaft arranged for synchronism with the hoist drum of the hoist engine, a spider carried by said shaft, a dial rotatably supported concentric with said spider, cams carried by said dial adjacent the peripheral edge thereof, a cam-actuated switch arranged for actuation by said cams, and means for fixing said dial against rotation on said spider at will whereby the relative position of the spider on said dial may be varied.

3. it hoisting engine controller of the character described comprising a dial having a cam thereupon, acam operated eleciric switch arranged for operation by the cam on said dial when said dial is rotated, a shaft, arranged for .synchronism with the hoist drum of a mine hoist, and adjustable means associated with said shaft and with said dial for adjustably mounting said dial on said shaft in such a manner as to permitthe advancement or retardation of said dial upon the shaft.

A hoisting engine controller of the character described comprising a dial having a cam thereupon, a cam operated electric switch arranged for operation by the cam on said dial when said dial is rotated, a she ft arranged for synchronism with the hoist drum of a mine hoist, and adjustable means associated. with said shaft and with said dial for djustably mounting said dial on said shaft in such a manner as to permit the adwuicementor retardation of said dial upon the shaft, said means comprising a gear carried by said shaft, a spider mounted concentric with said shaft, and having an internal gear, a pinion in mesh with said internal. gear, and with said gearon said shaft.

5. A hoisting engine controller of the character dcsodhed comprising a dial hav a cam thereupon, a cam operated elect-ric switch arranged for operation by the cam on said dial. when said dial is rotated, a shaft, arranged for synchronisn'rwith the hoist drum of a mine hoist, and adjustable means associated with said shaft and with said dial. for adjustably mounting said dial on said shaft in such a manner as to permit the ad *ancement or retardation of said dial upon the shaft, and other means associated with said first named means and manually actuated for effecting the advancement or retardation of said dial relative to said she t at will and from a point, remote from said controller. 7 y 7 7 r 6A hoist'ng engine controller of the character;described comprising a cam op- -eratcd limit switch and an over-speed switch, a governor for operatingsaid overs1 ed switch, a shaft arranged for sychronis i with the hoist drum of a mine hoist, shaft being connected by means of a gear train with said governor, a movable cam supporting member, a cam carried by said men'iber arranged to actuate said cam operated switch when 'nioved into engagc mcnt therewith, means associated with said shaft and with said movable cam supporting member for moving said cam. supporting member at a speed directly proportional to the speed of said shaft and consequently said hoist drum and other means associated ,with said first named means for varying at saidshaft being connected by means of a gear train with said governor, a'dial concentric with said shaft, a cam carried by said member arranged to actuate said cam operated switch when moved into engagement therewith, means associated with said shaft and with sai d'movable cam supporting member for moving said cam supporting member vat a saeed directl Y aro ortion'al to the speed of said shaft and consequently said tardxthe engagementof said hoist drum, and othervmeans associated with said lirstnamedmeans for varyingat will the relativeposition of said movable mcm her and said shaft, thereby to hasten or recam with said canr operated switch. V

ii "hoisting engine cont-roller of the character described comprising a cam operated limit switch and an over-speed switch, a governor for operating said overspe cd switch, a shaftarrangedfor synchronism with the ho st drum of'a nnne hoist, a gear tra n connecting said shaft with said 7 governor, a movable. cam supporting men1= her, a cam carried by said member arranged .to actnate said cam operated switch when moved into engagement therewith, means associated with said shaft and with said movable cam supporting member fo'r mov- 1mg saidcansupportingmember at a speed directly. g n'oportional to the speed of'said ishaft andjconsequently' said hoist erum,

other me for varylng at will the relative posiassociated with said first named tion of said movable mcml'icr and said shaft,

tl-iereb-y to hasten or retard the engagement of said cam with said cam operated switch, a retardation cam carried by said cam supporting member, and a cam operated means arranged for actuation by said retardation cam as said. cam supporting member is moved, and associated with said governor and said over-speed switch for changing the relative positions of the switch members of said over-speed switch, whereby said overspeed switch may be actuated with a rela tively less expansion of said governor than normal.

9. A hoisting engine controller of the character described, comprising a cam operated limit switch and an ovcr-speed switch, a governor for operating said over-speed switch, a shaft arranged for synchronism with the hoist drum of a mine hoist, a gear train connecting said shaft with said governor, a cam supporting dial mounted concentric with said shaft, a cam carried by said member arranged to actuate said cam operated switch when moved into engagement therewith, means associated with said shaft and with said movable cam supporting member for moving said cam supporting member at a speed directly proportional to the speed of said shaft and consequently said hoist drum, other means associated with said first named means for varying at will the relative position of said movable member and said shaft, thereby to hasten or retard the engagement of said cam with said cam operated switch, a retardation cam carried by said cam supporting member, and a cam operated means arranged for actuation by said retardation cam as said cam supporting member is moved, and associated with said governor and said over-speed switch for changing the relative positions of the switch members of said over-speed switch, whereby said over-speed switch may be actuated with a relatively less expansion of said governor than normal.

10. In a hoistingengine controller of the character described comprising a shaft ar 7 ranged for synchro-nism with a hoist drum of a mine hoist, a movable earn supporting member arranged to move when said shaft is rotated, a governor driven by said shaft,

an over-speed alarm switch associated with: said governor and arranged to be closed when said governor expands beyond a predetern'rined degree, a retardation cam carried by said cam supporting member, means arranged for actuation by said retardation cam and associated with said governor and said switch for moving the cooperating switch members of said switch so as to cause said switch to actuate when said governor has-expanded to a degree less than normal, an acceleration cam carried by said cam supporting member and a cam operated accelerionlllf) ation switch arranged for actuation by said acceleration cam at substantially the same time that said retardation cam is engaged with. said cam operated means.

11. In a hoisting engine controller of the character described comprising a shaft arranged for synchronism with a hoist drum of amine hoist, a cam supporting dial arranged to move when said shaft is rotated, a governor driven by said shaft, an overspeed alarm switch associated with said governor and arranged to be closed when said governor expands beyond a predetermined degree, a retardation cam carried by said cam supporting dial, means arranged for actuation by said retardation cam and associated with said governor in said switch for moving the cooperating switch members of said switch so as to cause said switch to ac tuate when said governor has expanded to a degree less than normal, an acceleration switch arranged for actuation by said accelerat'ion cam at substantially the same time that said retardation cam is engaged with said cam operated means.

12. In a hoisting engine controller of the character described comprising a shaft arranged for synchronism with a hoist drum of a mine hoist,a movable cam supporting member arranged to move when said shaft is rotated, a governor driven by said shaft, an over-speed alarm switch associated with said governor and arranged to be closed when said governor expands beyond a predetermined degree, a retardation cam car- 1 ried by said cam supporting member, means arranged for actuation by said retardation cam and associated withsaid governor in said switch for moving the cooperating switch members of said switch so as to cause said switch to actuate when said governor has expanded to a degree less than normal, an acoele 'ation cam carried by said cam supporting member, a cam operated accelera tion switch arranged for actuation by said acceleration cam at substantially the same time that said retardation cam is engaged with said cam operated means, and electrically operated means arranged for actuation by the closing of said acceleration switch when said hoist drum is moving in one direction for counteracting the influence of said retardation cam upon said over-speed alarm switch.

13. In a device of the character described, a governor, an over-speed alarm switch, means actuated by the expansion of said governor for closing said switch, and electrically operated means associated with said first named means for moving the switch members of said switch apart from one another, thereby necessitating a greater normal expansion of said governor for the closing of said switch.

i i. In a hoisting engine controller of the character described, a governor, a normally closed over-speed switch, a normally open alarm switch having one contact member associated with the movable element of said over-speed switch and the other contact arranged for movement, means associated with said governor and with said movable member of said alarm switch for causing the alarm switch members to move into engagement with one another, and upon fur ther movement of said movable alarm switch member to cause said over-speed switch to open.

In a hoisting engine controller of the type described, a shaft arranged to be driven by and in synchronism with the hoist drum of a mine hoist, a movable cam supporting l'l'lGlHlJQI' arranged to move when said shaft is rotated, a governor driven by said shaft, an over-speed switch including a movable inen'ibcr associated with said governor and arranged to be actuated when said governor expands beyond a predetermined degree, a retardation cam carried by said cam sup porting member, means arranged for actuation by said retardation cam and associated with said governor and said switch for influencing the movable element of said switch so as to cause said switch to actuate when said governor has expanded to a degree less than normal, an acceleration cam carried by said cam supporting member, and a cam operated acceleration switch arranged for actuation by said acceleration cam at substantially the same time that said retardation cam is engaged with said cam operated means.

16. In a hoistin engine controller of the type described, a shaft arranged for synchronism with the hoist drum of a mine hoist, a cam supporting dial arranged to move when said shaft is rotated, a governor driven by said shaft, an over-speed switch including a movable member associated with said governor and arranged to be actuated when said governor expands beyond a predetermined degree, a retardation cam carried by said cam supporting dial, means arranged for actuation by said retardation cam and associated with said governor and with said switch for influencing the movable element of said switch so as to cause said switch to actuate when said governor has expanded to a degree less than normal, an acceleration cam carried by said cam supporting dial, and a cam operated acceleration switch arranged for actuation by said acceleration cam at substantially the same time that said retardation cam is engaged with said cam operated means.

17. In a hoisting engine controller of the type described, a shaft arranged for connection and synchronism with a hoist drum, a movable cam si'ipporting member arranged to move when said shaft is rotated, a governor driven by said shaft,an ove -speed switchhaving a movable member associated with said governor:and ar 'angedto be actuated when said governor expands beyond a predetermined degrec,sa retardation cam carried by said cam supportingmember and means arranged tor actuation by said retardation cam and associated with said governor and theenovable element of said switch forinfluent-hag the movableelement of said switch so to cause said switch to actuate when said governor has expanded to a degree less than normal.

18 In a hoistingengine controller of the type described, a shatt arranged for connectiorrand synehron-ism with a hoist drum, a movable cam supporting member arranged to move when said shaft is rotated, a governor driven by said shaft, an over-speed switch having a movable member associated with said governor and arranged to be actuated when sa d, governorexp-ands beyond a predeterm aeddegreem retardation cam carried by cam supporting member, means arranged '"to-ractuation bysaid retardation cam and associated with said governor and the movable elen'ient of said switch for influencing the movable element ot said witch so as 'to cause said switch to actuate when said governoi. has expanded to a degree less than normal, an acceleration cam carried by said ram; supporting member, a cam operated acceleration switch arranged for actuation by said acceleration cam at substant ally the {same time that said retardation cam is en gaged with said camopel'ated means, and

' electrically operated means arranged tor actuation by the closingcf said acceleration switch when said hoist drum is mov'ingin one direction for counteracting the influence oil said retardation cam upon said overspcedswitch, V V 19. In a device'of the type described, a

.governoua'n over speed switch, means actuate'd by the expansion of said governor for opening said switch, and electrically operab ed means associated with said first named means for influencing the switch members so as to necessitate a greater than normal expansion ot' said governor tor the opening of said switch.

20. In a device of the type described, a shaft, a cam supporting dial mounted concentric with said shatt, a plurality of cams disposed upon said dial, a plurality of cam o1 ieratcdmechanisms for actuation by said cams when said dial is rotated, means For advancing or retarding said dial upon shaft at will, anda signal switch arranged to actuatesirmiltaneously with the i-noven ient of said dial relative to said shaft in one direction.

21. The combination with a valve, atalling weight for operating said valve, of means for va ying the fall oti said weight so as to regulate the actuation of said valve, said means including a wedgeshapcd slidahle member arranged to be interposed between said weight and a fixed support.

A hoisting engine controller of the t employed t'orcontrolling a braltc engine having an electric controlllngcircuit used in opcrated switch.

WILLIAM J. LILLY. HENRY H. LOGAN.

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