US826956A - Hoisting-engine. - Google Patents

Description

PATENTED JULY 24, 1906.

s. T. NELSON. EOISTINE ENGINE. APPLICATION FILED MAR.31, 1906.

No. 826,956. PATNNTNN JLY 24, 1906. s. T. NELSON.

HOISTING ENGINE.

APPLOATION FILED MAR. 31, 1906.

' 8 SHEETS-SHEET 2.

yPATENTD JULY-4, 1906.

s. T. BLSON HUISTING ENGINE. VAPQP.LIAIIOI FILED MAR.31,196.

8 SHEETS-SHEET 3.

PATENTED JULY 24, 1906.

S. T. NELSON. HOISTING ENGINE. APPLIGATIONTILED MAR. 31

8 SHEETS-SHEET 5.

.wmf .www mvo... T

PATBNTED JULY 24, 1906.

S. T. N BLSON. HOI'STING ENGINE. APPLIoATIoN FILED 11113.31, 1906.

s SHEETS-SHEET a.

.PATENTED JULY 24, 1906.

S. T. NELSON. HOISTIN'G ENGINE. APPLICATION FILED MAB. a1, 1906.

8 SHEETS-SHEET 7.

lull/1111111011,

PATENTBD JULY 24, 1906. s. T. NELSON. HOISTING ENGINE. APPLICATION FILED MARfB. 1906.

MAQ

' throttling the supply ofv motor fluid to the Iornerrunning the cage are prevented, even the engine after the operation of the autonois, have invented certain new and useful and exact description.

UNiTEn sri'irns PATENT orrion SVEN T. NELSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO SULLIVAN MACHINERY COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION.

HESTING -ENGlNi-:.

Specification of Letters Patent.

ratenteu July 24., 1906.l

l Application iiled March 31, 1906. Serial No. 309,022.

To n.7]l whom it may concern.-

Beit known that I, SVEN T. NELSON, a citizen of the United States,-and a resident of Chicago, county of Cook, and State of-Illi- Improvements in Hoisting-Engmes, of which the following is declared to be a full, clear,

The invention relates to hoistingengines,. such as are usually employed for operating the cages or slrips in the shafts of mines, and the improvement seeks to provide safety mechanism for automatically cutting off or engine beiore the cage-reaches the end of its travel in the mine-shaft, so that suitableV brake mechanism may be subse uently applied either automatically or by and to arrest the movement of the engine and cage.

A further object of the invention is to provide shifter mechanisms for cutting H the supply of motor fluid and applying the brake, together with means driven from the engine for automatically operating said shifter mechanisms to close the throttle and apply the brake successively at predetermined points as the cage approaches the end of its movement. In this way accidents due to though the engineer may be careless or inattentive and eventhough his hand controlling-gear may be out of order.

The invention also provides, in connection withv the automatic throttling mechanism, sfnitable reversing means connected thereto, so as to release or restore. the throttling mechanism and permit the operation of the engine vin reverse direction.

he improvement also provides a by-pass around the throttle, so that a small amount of steam orl motor iluid may be admitted to matic mechanism.

With these and other objects' in view the invention consists in the features of construction, combinations, and arrangements of parts hereinafter set forth, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

In the drawings, Figurel is a side elevation of a hoisting-engine with the improved controlling mechanisms applied thereto. In.

this iigure the parts are shown in section on line 1 1 ofFig. 2. Fig. 2 is a plan view with certain parts broken away. Fig. 3 is a view in elevation of the automatic operating-gearing for the brake and throttle-valve shifter mechanisms, parts being shown in section on line 3 3 of Fig. 2. Fig. 4 is a. plan view ci' parts of the operating mechanism and the brake-shifter shown in Fig. 3. Figs. 5 and are elevation and plan views, respectively, of the brake-shifter mechanism or engine. Fig. 7 is a view in elevation of the throttle-valveshifter mechanism and its actuating means. Fig.. 8 is a plan view of parte shown in Fig. 7 Figs. 9 and 10 are views in elevation of parts shown in Figs. 7 and 8 with certain parts in sectionI on lines 9 9 and 1() 10 of Figs. 7 and 8, respectively. Fig. 11 is a detail view of a part of the shifter-actuating means shown in section on lines 11 11 of Figs. 7 and 12. Fig.y

12 is a detail view with parts in section on line 12 12 of Fig. 11. Fig. 13 isa view in elevation of a portion of the reversing-gear with parts shown in section oh line 13 13 of Fi s. 2 and 1,4. Fig. 14 is a sectional view of tie reverse mechanism or engine. Fig. 15 is a side -view of the reverse-engine with the outer cap-plate removed and parts shown in section on line 15 15 of Fig. 14. Fig. 16 is a detail view in elevation with parts shown in section on lines 16 16 of Figs. 2 and I7. Fig. 17 is a plan view of parts shown in Fig. 16. Fig. 18 is a detail view in elevation oi parts shown in section on line 18 18 of Fig. 17.

The hoisting-en ine here shown is. of the single-drum type or operating two cages in the mine-shaft, the cages being connected to cables wound in oppositedirections upon the en ine-drum, so that they are hoisted in ballance--that is to sa one car is raised and the other is lowere The resent improvements may readily be applied to other A types of hoisting-engines.

n the form shown the drum A' (see Figs. 1 and 2) is mounted upon and iixed to the engine or drum-shaft a. Two engines (only one of which is shown) are provided, one being coupled to each end of the drum-shaft a. Each end of this shaft is journaled in a suitabe bearing at the forward end of the engine-frame 11, that is mounted upon asuitable foundation 1 2 at one side of a central pit. Each end of the shaft a is provided with rod 14 of ,the adjacent engine. The enginecylinder isshown as provided with the OlivV a crank 13, 'coupled to the connecting.

IOO

I dinary Gorliss valve-gear driven l from a Wristplate-l. The latter is operated from the 'valve-shaft 117, that extends from' side tol side in front of the drum A and. is provided.

on either end with a crank-arm 18, to which a link 19 is connected. Link 19 operates.- a

rocker-arm 20, and thelatter in turn is con nestedv to operate the wrist-plate by a link 21. The valve-shaft is provided with a gear .its

. door of the pit. Ait each end! shaft is provided-with aA crank-arm 34, that isv 22, driven from thegear 23` on the engineshaft through the medium of an intermediate vvidier24. Shaft 1'? is connected to gear 22 ina1 manner permittingthe reversalI of the engine, as hereinafter described?.

The hrottlewalve Bi on the engine-cylind'er 1'5' may he or any suitable constructiona Iln'f the'L formshown the throttle-valve casing is'pvovidedfW-ithan-inlet-elbow 25, that com; municates-at its lower end*y (see'Fig. 116)With alflattenedpipe or 'passage 26=7 extendingup'- Wardly through thel cylinder-imitating. At its lower end pipe 26 communicates with. an' elboaT 2-7, leading fromy the steam sup ly pipe 28: 'fithrottle-valve shaft by (see Figs. 1*, 2; yyand 117) isrnounted in suitable-bearings 29 andhl) on the elbow 27 and on a bed'- `plat1e C in theI central pit. The throttle valveshaf't b is centrally providedwithy a crank-arm 3T, connected by a; rodi 32' toa suitable handil'ever onthe engineers latform@ This'pl'atiormi (shown in'l'ull ines inl Fig; 1'. and* in dotted lines inI Fig. 2) ismounted upon` pillars 33, risingy romtheI t e throttle` connected by a rod 35- to a crank-arm 36 upon the'inner end' of ai short shaft 87. This shaft is jfournaledin suitable bracketsuponthe top-ot the eiigiirie-cylinder'andI is providedl centrally' opposite the throttle-valve with al cranltfarrnI 38, connected by a' rod 39 tofone end! of a link 40. rThe other endio the link is thek throttle-Valve.

connected to the upper end'of the stem 41 of Link 4(9Iis'pivoted at its upper'endto arswinging arm 42, that is jour- Analed at its lower end upon the top of the throttle-valve casing, the arrangement being" such that a straightdine movement is given to the unperendl of the throttle-valve. By the connection described the throttlevai've may be openedi and' closed from the engi'- neers platform. y

The automatic shitting mechanism for the throttle (see Figs. 27, 8, 9, and 1.0) is mountone side ci* theI central pit.

esatte The other. arms of the bell-levers are connected by links 52 to the ends of a rocker-arm 53, that is centrally pivoted or iournaled upon the end bracket 44. The bell-lever 47 isprovided with a projeotingarm 54', that is connected tof suitable means for' shitting the throttle-sl`iaft torclosothethrottlee, asi-hereinL- after described. The arrangement is. such.

that' when' either' of' the. arme 41l on 47%. isf moved outW-ardly away iiomithes-top''tne other anni Willf also loe-moved' outw-ardiy andi the arm 54 Will be drawnidowntoioperate the throttling mechanism; y

For moving the shafts d' and arms 4f? and? 48 thereon eachshatt is provided with a: suite able shifter, which are' shown in iiitelorniy of Usshaped brackets B.. These shittorser brackets D are keyed' upon; the shaiits d, but are preferably longitudinaillfyy adiustahie thereon, being held in adg'usi'ied'. position'` by set-screws 55. Anractuator fior dhe'shitersinthe form shown comprises. a cylindtical cam' member E, mounted.l uponi a screw shaft e. The cam member Elis'leyedto che screw-shaft to rotatetherewiiih,.but doesinot mesh' with its threads. journaied inthe uriner ends'o apair'oiarrns 5K6, that are' mounted uponi and keyed. to.- a rechi-shalt4 llhisshaft isj'ourneled in the end brackets 444 and 4&5" between the shafted' and' at itsinnerendiini iai-bracket' 51', aman ed? centrally ony the loor'o. the pit. (See ig. 2.) Ait itsinner end the shaft irs-provided' with a crank -.arm 58,4 connected bye rod- 59' (see Fi 1)1toahand-lever upon. the en i neers p atform. B rocking' the shaftf-t e arms 56, screw-sha e, and actuatingl cam member E may be shifted troni one side to the other.

Screw-shaft e iscontinuously driven iirom they engine-shaft by suitable reduoinghgeare ing. In the form shownthe shaft' is provided` cnits end (see Fig. 7) with a gear 60; meshing with a gear 61', mounted: loosely uponI the rock-shaft f inside-'oli the endt bracket 45. Gear 61 is providedwith af sleeve G2, entending around the shaftf and throughthe bracket 4'5, and a beveled gear lis iin'edtofthe outer end of the sleeve.' Gear 53' meshes with a beveled'gear 64 upon the lower end'iof: anunright shaft 65, that is journaled in an overhanging lug upon the end bracket' 45 and in a bracket 65 uponI the upper-'inner edge of the engine .foundation 12. (See Figs. 1l, 3,

IOO

and 7.) a horizonte; Shaft es (ses rig'. '3)

extends abovev the upper inner ed e of the' `engine foundation 1f21 and is jounna ed! at its ends in suitable brackcts andi 68. Aft one l, with` in one or the other direction. 1.5

I ment of the actuator E is o end the shaft is provided with a beveled pinion 69, meshing with a beveled gear upon the upper end of the vertical s 4aft 65. At

its opposite end (see Figs. 2 and 3) shaft 66 is connected by beveled gears 71 to a short stud-shaft 72, that carries a spur-gear 7 3', meshing with a spur-gear 7 4 upon the engineshaft. By thisA means the screw-shaft e is slowly rotated in either of its positions and in one or the other direction as the enginedrum isl driven.

The cam-actuating member E is, as stated, keyed to the screw-s aft e and rotates there- This cam member is also fed alon` the shaft by`a nut 75. (See Figs. 11 an 12.) This nut is mounted Within and held against rotation by a vsupporting-block formed of separate sections 76 and 77 suitably belted together. The section 76 of the nut-block is provided' with a depending portion 78, that engages and is guided upon the rock-shaft The section 77'of the nut is rovided wit a semicircular inwardly-exten ing or hook-shaped lip or flange 79, (see Figs. 7 and 12,) that'engages an annular flange 80 upon the end of the hub portion of the actuating cam member E. This cam member thus rotates and shifts longitudinally in one or the other direction, in accordance with the direction in which tlf'e vengine is running. The lon itudinal movecourse proportional to the speed of the' car.

The Shifters or brackets D are provided at their upper ends with rollers 81, mounted on shafts or spindles 82, extending between the arms of the brackets. The Shifters D will be mounted upon the shafts d, but at oppositel ends thereof and adjacent the ends of the longitudinal ath of travel of the cam-actuating member The latter is provided on its ends with spiral cam-surfaces 83, arranged to engage the rollers 8l' to operate the Shifters D and rock-shafts d.

The rock-shaft f, which may be operated by the engineer to shift' the screw e and actuating member E transverselyT from side to side, isalso connected to control the operation of the reverse mechanism for the engine. The bodily-transverse shift of the screw efbv the movement of the reverse-shaft f will move the actuating cam member E out of line with one of the shifter-rollers 81 and into line with the other roller. At the same time the reverse-gear is operated to change the direction of travel of the engine. The actuating cam member E is always in line with one of the shifter-rollers 81, and the gearing is such that it will travel toward the shifterroller with which it is in line. These rollers are yieldingly ressed by springs 84, coiled about the spin` les 82, toward the actuating.

i member so that the rollers will yield longitudinallyfwhen engaged by the actuating member if the spiral cam-surfaces 83 on the ends thereof do not properly mesh with the rollers..

in o eration the Shifters D will be adjusted to such position on the shafts d that one of the rollers will be engaged by the actuating cam member E when one or the other ol" the cages of the hoist approaches the upper end ofthe mine-shaft. When this occurs, the engaged roller 81 will be pressed outwardly by the spiral' cani-surface 83 until it rides upon ,i

'the cylindrical surface of the cam member. Such movement of either rollers will shift the rock-arms 47 and 48 on the shafts d outwardl 1 and move the arm 54 down to close the t rottle-valves. The engineer cannot then open'the throttles until he has first operated rock-shaft f to reverse the engine.

This movement will throw the cam member E transversely away from the engaged roller,

so that spring 49 may draw the rock-arms 47 -a'rm 89 on the shaft is connected by links Q0 v to the valve-rod Q1 of the throttling-engine. This engine is mounted upon a suitable ibeam frame 92, and its piston-rod g operates a cross-head 93, (see Figs. l and 2,) to which a pair of links 9e are' connected. A rock-arm f upon the throttle-shaft l is provided at its end with a pin 96, engaging longitudinal slots in the outer ends of the links 94. The arrangement is such that the shaft can ordinarily be shifted in `opposite directions from the engineers platform to open and close the throttles without shifting the piston ofthe throttling-engine, since during such opera- ,tion the pin 96 .on the rock-arm 95 moves back and-forth in the slots in the links 94; but when steam is admitted to the enginecylinder G by the operation of the automatic tirottling mechanism its iston will move forwardly and turn the t ottle-shaft l) to close the throttles. ln this forward position of the engine shaft l) is held against movement, so that the throttles cannot be opened by the engineer until he has .first o erated the reverse-shaft f, through the medium of the connecting-rod 59, to throw the cam-actuating member E away from the controllingshifter D. When this occurs, spring 49 will restore the normal position of the controlling-arm 54 and steam will be admitted to the opposite end of the throttling-cylinder 'versingwengneyand 'nLthe emlsheml the@T fmedheniemyfer l'he adje-Gent engine by mbe mechanism previously described, and hewn l l enel?. 'The gewr ile *hrve'al e aw feireelle/r zeeng 'EL leeeely enmmfteel 011 'the @teem [passes m Heeres M99 exiiemdl rrediellly fhreugfl flle Seemann lhaendsaeeenmeeted marabout emma UL20 wapen sha-Et between till'eamd -ef lhe eteememeet 'em the nmflersie lef the .cyl- :nlfer L normally flmelil ian tposbon me e: ift steam `te be zemvmfd end 'ef bhe @ylmder we held :time @stemmed :and @me xmmeeted eher-ee@ im eefem im eelieme the @temen :en elle .brakeende iFea mice mmtml el like zbreleengme @wie *mime fle 'ezpemftel by e,

lIO

float-lever or differential mechanism, and for this purpose the valve-stem 131 lis connected by links 132 to a short rock-arm 134 on the end of a shaft 135. The outer end of the shaft is provided with a depending rock-arm 136. The float-lever 137 is centrally pivoted to the lower end of a rock-arm 138. T-his rock-arm is centrally journaled upon a studshaft 139 on the frame of thev brake-engine. The up er end of the arm 138 is connected by a ro 140 to a swinging arm 141, journaled at its lower end upon the engine-frame and connected at its upper end by a link' 142 to a bracket 143 on the cross-head 125 of the brake-engine. The upper end of the floatlever is connected by a horizontal rod 144 to one arm of the bell-crank 145, (see Figs. 1 and 2,) mounted on a bracket 146 on the bedplate C', beneath the engineers platform C. The other arm of the bell-crank 145v is connected by a vertical rod 147 to a suitable hand-lever on the eneineers platform C;

The lower end of the foat-lever 137 is connected by a jointed link to the lower end of the rock-arm 136, that is connected, as previously described, to the valve of the brakeengine. The jointed link between the iioatlever 137 and rock-arm 136 comprises separate sections 148 and 149, that are pivoted together at their adjacent ends. By means of the differential valveear described the engineer can nicely contro the application of the brakes in the Well-known manner.

The section 148 of the jointed link is provided with a longitudinal cam-slot 150, through which extends a pin 151 upon the lower end of a rock-arm 152, that is mounted upon a-rock-shaft 153. Normally the rockarm 152 and pin 151 will be held in such position that the sections 148 and 149 of the jointed link are substantially in line, and the link-sections will shift back and forth, being held or guidedin position by the pin 151. The shaft 153 is provided at each end with a rock-arm 154, connected by a r'od 155 to automatic stop mechanism which when either car is close to the' end ofits upward movement will shift the rock-shaft 153 in the direction of the arrow shown in Fig. 5. This lifts the sections 148 and 149 of the jointed link and opens the valve of the brake-cylinder wide to effect the uick application of the brakes and also brea s the joint between the sections 148 and 149-that is to say, the sections 148 and 149 are thrown out of line, so that they can no longer operate to shift the valve of the brake-engine. In such posi,- tion the movement of the float-lever 137 will merely shift the sections 148 and 149 without moving the-rock-arm 136. It is only when these sections of the jointed link are in line that the movement of the floatlever can proper-l f control the operation of the valve of matic application of the brake by the mechanism shown in Figs. 3 and 4. The rod 155 is connected, as there shown, to a lug 156 on a U-sha )ed support 157. This support is mounted to slide laterally on a shaft or spindle 158, carried in a bracket 159, that is fixed to the upper edge of the bed or foundation 12 for the engine-frame and :adjacent the outer end of the drum. Aroller 160 is carried upon a spindle 161 between the arms of the support 157 The support 157 is held in normal position by a spring 162, (see Fig. 4,) coiled about the spindle 159 to hold the roller 169 out of line with the flange 118 on the edge of the drum. At the proper time support 157 is shifted against the tension of the sprin 162 to b'ring the roller 160 in line with the ange 118. Y The iiange is provided at one point with a projecting cam 163, arranged to engage the roller so shift the suuport 157, rod 155, and shaft 153 to effect the application of the brake. Roller 160 is yieldingly held in position upon the spindle 161 by a spring 164, coiled about the spindle, sov thatl the parts would not be broken if it were shifted when the cam 163 on the drum was in its path of movement.

Support 157 is moved by a suitable shifter comprising a pair of arms 165, mounted on a cross-spindle 166, that is journaled in the IOO and the roller 17 0 is mounted upon a spindle 171, that yextends between the upper end of this arm and a lug 172 upon one of the arms 165.

An actuator for the shifteris provided in the form of a cam disk M, mounted upon shaft 66.- This actuating cam member is keyed to the shaft to rotate therewith, but is longitudinally shiftablel thereon. It is normally held out of line with the roller 170, but is movable into line therewith and is provided on its face with a spiral cam-surface 173, that'i's arranged to engage the/roller 176 and operate the shifter to move the roller 160 into line With the cam 163 upon the enginedrum A. A block m is mounted to slide upon the shaft 66 and'upon aguide-rod 174 arranged above the shaft and extending between the brackets 68 and 159. The block is thus held against revolution and is provided with a lip or Bange 175,'engaging an annular Hang-e176 on the hub of the disk-shaped cam member'M. The block m is connected by a pair of links 177 with the upper arms 178 of a pair of bell-levers that are mounted upon a' stud-shaft 179 at the upper end of a bracket 180, mounted on the oor of the pit. The other arms 181 of the bell-lever are connected together at theirl ends (see Figs. 2 and 3) andlprovided with a Weight 182, that normally holds the actuatingecam member M in retracted position. A worm 183 on the shaft 66 enga es the teeth of a worm-wheel 184, mounte on the shaft 179 between-the belllcvers. A cross-pin 185 in one ofthe arms of thewheel 184 is arranged to engage the arms i178. and shift the actuating-cam member M.

f The outer ends of the arms 181 of the belllevers arespread apart, (see Fig. 2,) so that thewill not be engaged by the pin 185.

. lllhe .automatic brake-controlling mechanism described and shown in Figs 3 and 4 is duplicated at each end of the drum A, sothat theibralewill be automatically applied at the end ofthe movement of the engine ineither direction. The gearing from the engineeshaft to the automatic throttling mechanism and also to the automatic brake mechanism is suchthat the engine throttle-valves will be closed when one' or the other of the cars approaches the upper end of its movement. The engineer may then apply the brakes through the me the brake-engine and effect the quick appli--` cation of the brakes. In order that the roller 170 may properly mesh with the camsurface .or shoulder 173 on the actuating member M, it is yieldingly pressed toward vthe cam member by a spring 186, coiled about the spindle 171.

As stated, the automatic throttling mechanism is set to close the throttle-valves when 4one or the other ci the cages is Within some certain predetermined distance of the top of the mine-shaft, so that vthe remainder oiits shift would be eected only under the momentum of the moving parts. The engineer cannot then open the throttles nntii he has ist reversed the engine.A Should the momentum of the parts be insufficient to complete travel ci the car in the direction in which it was moving when the throttles were .closer-l, a by-pass is provided leading around I' the throttle-valves so that a small amount of Steam may be admitted for slowly completingtie travel ofthe car. Thisby-pass (see Figs. 16, 17, and 18) comprises elbows 187 A and 188, leadin from the lailige elbow 27 of the steam-supp passage an communicating with a smally throu h the cylinder jaolgeting and opening into t e steam-chest 190 of the engine-cylinder 15 below the throttle-valve. A valve 191 for opening and closing this lay-pass is pipe 189, leading upwardly season arranged within the elbow 187,-and11itab1e means are -provided for shiti from the en in'eers platform. and .control ing-valve is provided foreach engine at opposite ends of the drum, and an operating-rod 192 for .the b -pass valves extends Jfrom .side to side an is connectedat each end to a rock-arm 193 on the ste4 of the adjacent valve. The forked arm oil-lille bell-crank 194 enga es the rod 192.-'betweena pair of stops 195 tereon. Thisbelhcrank is mounted on a bracket 196 011 the bedplate C', and its other arm is.connected,bymJ rod 197 to a suitable `hand-lever on haengineers platform C.

By aid of the automatic -throttliug and brake mechanism the hoistingeengine-.mybe operated at high speed WithJittleor-noisk of accident It is -bbvious that numerous changes may be made in the details of construction andarrangern'ent of 'parts without departure :lm the essentials of the-invention.

Having described my invention, what l claim as'new, and desire to securebygliettes' Patent, 1s-

1. In hoisting-engines, enginecontroll1ng mechanism, Aa brake .and means driven .by the engine for vautomatically and. successively operating .said .oontrolling mechanism and said brake.

2. In hoisting-engines, the combinationpf engine-controlling mechanism, melllrlven' the Valve he by-pass thecombination of by the engine forv automatically o seating said mechanism to arrest the owo motive fluid to the engine and engine-reversingmcch anism connected to said meanstoestore-the same to normal condition.

3. In a hoisting-engine, of throttling mechanism for the engine, a brake therefor and means driven bythe engine for automatically and suecessivelyoperthe combination ating said throttling` mechanism .and sind 4. In a hoisting-engine, the combination of throttling mechanism, meansdriven 'by the engine for automatically operating said throttling mechanism and reversing-gear connected to restore said automatic 5. In a hoisting-engine, the combination of throttling mechanism therefor and means .driv'enby the engine for automatically operating said mechanism at a predetermined point.

6. In a hoisting-engine', the combination of throttling mechanism therefor, an actuator driven by the engine for automatically operating said throttling mechanism at a predetermined point and an adjustable member coperating with said actuator to Vary thai point of throttl'ing.

7. In a hoisting-engine,

of a throttle-valve therefor, aotuatingmeohanism for said valve, .means drivenby the engine for operating said actuating mechanism to close said valve at a predetermined point,

.seance ically and successively actuating seid valve' and brake shifts: mechanisms at predetermined points.

9. in ahoistirrg-engine, the combination with a throttle-valve and brake therefor, of

' shifter mechanisms for said valve and brake,

means driven by the engine for automatically actuating said shifter mechanisms to successively close said valve and apply said brake at predetermined points and means for man- 4 ually actuating said shifter mechanisms.

l0. in a hoisting-engine, the combination with a throttle-valve and brake therefor, of shifter mechanisms for said talve and brake, means driven by the engine for automatically actuating said shifter mechanisms to successively c ose said valve and apply said brake at predetermined points and enginereversing gear connected to shift said actuating means to restore said valve-shifter mechanism.

11. in a hoisting-engine, the combination with a throttle-valve and brake therefor, of shifter mechanisms for said valve and brake, means driven by the engine for automatically actuating said shifter mechanisms to successively close said valve and apply said J brake at predetermined points, a by pass around saidthrottle-valve and a manuallyshiftable valvc'for said by-pass.

i2. ln a hoisting-engine, the combination with a throttle-valve and brake therefor, of shifter mechanisms fo'r said valve and brake, means driven by the engine for automatically actuating said shifter mechanisms to successively close said valve and apply said brake at predetermined points, enginereversing gear connected to shift said actuating means to restore said valve shifter mechanism, a by-pass around said throttle-valve and a manually-controllable valve for said bypass.

13. in a hoisting-engine, the combination with a throttle-valve therefor, of shifter mechanism for said valve, and an actuator continuously driven by the engine for operating said shifter mechanism to close said valve and reversing-gear for the engine connected to disengage said actuator and shifter mechanism.

la. in a hoisting-engine, the combination with a throttle-valve therefor` of operating mechanism for said valve, a shifter controlling said valve-operating mechanism, and an actuator continuously driven by the engine for operating said shifter, said actuator being arranged to move said shifter out of its path and to hold the saine in such position.

15. In a hoistin -engine, the combination With a throttle-valve therefor, of operating mechanism for said valve, a shifter controlling said valve-operating mechanism, an actuator continuously driven by the en ine for operating said shifter to close said va ve at a predetermined point and means for relatively adjusting said actuator and shifter to vary the throttling-point.

i6. ln. ahoisting-engine, the combination with a throttle-valve therefor, of operating mechanism for said valve, a shifter controlling said valve-operating mechanism, said actuator being arran ed to move said shifter out of its path and ho d thesame in such position to close the throttle-valve at a redetermined point and manually-control able reverse-gear connected to move said actuator and rezlease said shifter.

17. il a hoisting-engine, the combination with a throttle-valve therefor of actuatin mechanism for said valve, a spring-held shifter controlling the operation of said valve-o erating mechanism, an actuator continuous y driven by the engine for operating said shifter again-st the tension of its spring at a predetermined point and engine-reverse ear connected to move said shifter to reease said spring-held shifter.

i8. in a hoisting-engine, the combination with a throttle-valveand actuating mechanism therefor, of a shifter controlling the o eration cf said valve, a shifter-actuator, rec ucing gearing between the engine-shaft and said actuator for moving the samein one direction to operate said shifter at a predetermined point, and manually-controllable reverse-gearconnected to move said actuator in another direction to release said shifter.

19. in a hoistingengine, the combination with a throttle-valve andactuating mechanism therefor, of a shifter controlling the operation of said valve, a shifter-actuator, gearing for moving said actuator in opposite direction in correspondence with the movement of the engine, and reverse-gear connected to move the actuator transversely to such path of motionito release the shifter.

2G. in a hoisting-engine, the combination with a throttle-valve and its actuating mechanism, of a shifter controlling Vthe operation of said valve-actuating mechanism, a shifteractuator, a feed-screw driven from the engin for reciprocating said actuatorlongitudinally, said shifter being located adjacent one end of the path of movement of said actuator to be operated thereby to close the throttle-valve at a predetermined point, and reverse-gear. connected to shift said actuator'in a transverse direction to release said shifter.

21. In a hoisting-engine, the combination with a throttle-valve and its actuating mechanism, of a shifter controlling the operation of said alve-actu'ating mechanism, a revoluble actuator-ram for 'seid shifter, gearing IOO iol;

IIO

zoy

ceases actuatm mechanism, y a shifter-actuator movable ongitudlnall'y between said Shifters, operating gearing for said actuator driven iromthe engine, and controlling means for the .reverse-gear connected to shift said actuator `,remmersely away from one of said'shifters into line with the other of said Shifters.

in a hoisting-engine, thecombination a throttle-valve and its actuating mecheinem, a reverse-gear and an operating-enginetherefor, of means driven from the enginefor operating said valveactuating mechto close said valve-at a predetermined point and valve-controlling devices for said averse.- engine connected to restore said valve-actuating means.

36. in a hoisting-engine, the combination with a throttlevalve and itsactuating mechanism, a reverse-gear and an operating-engine therefor, of a shifter controlling said valve-actuating mechanism, an actuator driven by the engine for operating said shifter to close the throttle-valve at a predeterniined point and valve-controlling means for the reverse-engine connected to disengage said shifter and actuator. f

37. In a hoisting-engine, the combination with a throttler'valve and its actuating mechanism, a reverse-gear and anl operating-engine therefor, controlling-Shifters for said valve-actuating means, a shifter-actuator,v

l gearing for movin said actuator longitudinally between sai Shifters, 'and valve-controlling means for said reverse-engine oonnected to move said actuator transversely out of engagement With one of said Shifters and into line With the other of said Shifters.

. 38. ln a hoisting-engine, the combination with a throttle-valve, of controlling means for automatically closing said valve at a predetermined point, means for manually con-4 trolling the movement of said valve operable independently of said automatic actuator means, the latter being arranged when opery ated to' pretest the shift of said manual controlling means and reverse mechanism confnected to move said automatic controlling means to 'release said manual controlling means.

39. In a hoisting-engine, the combination witha throttle-valve, of an engine for operating said throttle-valve, valve mechanism for said throttlingengine1 and means driven by the hoisting-engine for automatically shifting said valve mechanism to close the throttle-valve at a predetermined point.

'I '40. Inl a hoisting-engine, the combination v with a throttle-valve, shifting mechanism therefor and reverse-gear for the engine', mechanism driven from the en ine -for'automatically operating said valve-lifting mech-i anism to close the valve at a predetermined point, manual controlling means-` foi" said,

valve-shittingA mechanism operable" inde-l pendentl of said automatic mechanism, the atter, W en operated, being arranged to re` vent the shift of said manual control 'ng means anda shifter for the reverse-gear cornnected to move said automatic mechanism and release said manual-controlling means.

41. In a hoisting-engine, the combination,

'with a throttle-valve and brake, of auiriliary engines for operating said valve and brake valve-Shifters for said auxiliary engines [and actuator mechanism driven bythehoistingengine for automatically o erating said valve' Shifters to successively c ose said throttlevalve and a ply saidbrake.

y 113. In a `oisting-engine, the combination With a brake, of an operatin -engine for said brake, manually-controlla le float-lever mechanism for said brakefengine'fa jointed link connecting the float-leverto the valve of.

the brake-engine and automatic mechanism i for shifting said joint-link at a predeter mined point to operate the brake-engineand render the float-'lever mechanism'. inoperative.

44. .In a'hoisting-engine,A thecombination with a bralre, of an operating-engine forsaid` brake, valve-shifter mechanism'for the brakeengine, an actuator Ydriven by the engine for said shifter but normally out of operative re# lation therewith, and means continu'ouslyl driven from the engine for moving said shifter into operative relation with saidactuator at a predetermined point. SVEN T. NELSON. Witnesses:

LILLIAN PRENTIOE, KATHARINE GERLACH.

I oc

Images