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Publication numberUS1624261 A
Publication typeGrant
Publication dateApr 12, 1927
Filing dateMar 24, 1923
Priority dateMay 5, 1924
Publication numberUS 1624261 A, US 1624261A, US-A-1624261, US1624261 A, US1624261A
InventorsLilly William J, Logan Henry H
Original AssigneeLilly William J, Logan Henry H
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Hoisting-engine control
US 1624261 A
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Description  (OCR text may contain errors)

April 12,1927. 1,624,261

w. J. LILLY ET AL HOISTING ENGINE CONTROL inal Filed March 24,1923 2 Sheets-Sheet l m a r i I IIQVENTORS IZIZL yQm MWW I A TTORNE YS \Nw J. LJLLY ET AL HOISTING ENGINE CONTROL 2 Sheets-Sheet 2 Original Filed March 2 1925 IN VENTORS WJLZZZW am JZJZLO am ATTORNEYS Patented Apr. 12, 1927.

UNITED STATES Painters-inn SVILLIAM J. LILLY, OF TACUMA, WASHINGTON, AND HENRY LGGAN, OF CHICAGO, ILLINOIS.

HOISTING-ENGINE CONTROL. i

Application filed March 24, 1823, Serial No. 627,504, and in Canada May 5, 15324. Renewed August 16, 1926.

Our improvement relates to the control of hoisting engines and the mechanisms as sociated therewith for the purpose of operating ships or cages in a mine shaft, this mechanism including such i'nachinery as a hoist drum upon which the lifting cables for the ship or cage are wound, brake mechanism for stopping the rotation of the drum, and electrically actuated signals for visibly informing the operators and-engineer of the manner in which the controller is set.

in object of our invention is to provide a controller of the character described for the purpose of preventing over speeding of the ship or cage in hoisting or lowering, and also to prevent hoisting or lowering of the cagdor skip beyond the predetermined limit of travel at the top and bottom of the shaft.

A further object of our invention is to provide a hoisting engine control of he type in which the factors of speed and position of the ship or cage in the shaft taken to gcther determine the resultant actuation of the various instrumentalities of the controller.-

A. further object of our invention is to provide a hoisting engine control of the type in which means is provided for necessitating the slackening of the speed of the sltip or cage adjacent to its limit of travel, and also means for connection with a brake engine for operating the brakes of the hoist which will permit the quick application of brakes at the limits of travel and the gradual application of the brakes at all intermediate points.

A further object of our invention is to provide a hoisting engine control of the type in which an audible 'arning signal is provided so that the engineer may have knowledge that the skip or cage is approaching one of the limits or" its travel. This feature of our invention materially assists the engineer in the normal operation of the hoist for it should be understood at this time that our device is a safety device and not intended to take the place of the engineer except at such times as when the engineer is incapacitated.

A further object of our invention is to provide a hoisting engine control in which means is provided for supporting a dial indicator for indicating the different landings at which the ship or cage is disposed in its travel in the shaft.

A further object of our invention is to provide a hoistingengine control which is adapted for use for controlling the hoisting engine when operated at a high speed, as in hoisting rock, and at a low speed, as in hoisting or lowering men. This feature of our invention we choose to call the man-safety equipment, and is operable at the will of the engineer.

A further object of our invention is to provide a hoisting engine control of the type having man-safety equipment in which means is provided for actuating signal lights at the limits of travel of the shaft, and at intermediate platforms, whereby miners, and other persons in the shaft may have knowledge that the controller set for the safety of men before entering the cage. This feature is one of importance, since if men were to be carried in a cage at rock speed, the ship or cage would travel at a speed dangerous to human life, and in certain installations would deliver the cage or ship at the rock landing, and not at the man landing.

A further object of our invention is to provide an engine control that is entirely automatic in its operation, yet which does not prevent the engineer from having manual control of the n echanism within the limits of safety. .Vhen the hoisting mecha nism is operated, beyont the limits of safety for which the control is adjusted, the con troller will functionautomatically against the efforts of the engineer to operate the hoist mechanism in a contrary manner.

A further object of our invention is to provide a hoisting engine control that is compact in form, which is extremely durable in construction, and thoroughly etficient in operation.

Other objects and advantages will appear. in the folowing specification, and the novel features of the invention will be particularly pointed out in the appended claims.

Our invention is illustrated in the accompanying drawings, forming part of this application. in which Figure 1 is a side elevation of an embodiment of our invention,

Figure 2 is a front elevation of the indicating dial,

Figure 8 is a side elevation of our improved hoisting engine control with the cam supporting dial removed and a port-ion of the mechanism broken away.

Figure 4: is an enlarged view of a part of the alarm switch operating mechanism,

Figure 5 is a perspective view of a part of the mechanism illustrated in Figure 4:,

Figure 6 is a diagrammatic view of a portion of the man-safety mechanism,

Figure 7 is a side elevation of a part of the mechanism as illustrated in Figure 1,

Figure 8 is a View along the line 88 of Figure 3,

Figure 9 is a diagrannnatic view of the electrical circuit employed for the mansafety apparatus,

Figure 10 is a face view of one of the over speed switch members, and

Figure 11 is a diagrammatic view of the electrical circuit employed for the over speed and limit switches.

Figure 12 is a bottom plan view.

In carrying out our invention, we make use of a frame 1 on which are mounted the various parts of our hoisting engine control. This frame 1 is preferably supported upon a pedestal so as to be away from the floor and at a height so that its various parts are readily accessible to the engineer or operator standing nearby. It is well to state at this time that the pedestal upon which the frame 1 may be supported in certain installations, comprises the support for the brake operating mechanism.

A drive shaft 2 is rotatably supported upon the frame 1 and is arranged for connection with the hoist drum for which our controller is provided by means of sprocket wheels and chain, or by any well known positive drive mechanism so that rotation of the hoist drum may occasion proportional rotation of the shaft 2, thus synchronizing the controller of which the shaft 2 is a part with the hoist drum in a manner more fully described hereinafter.

A gear 3 is carried by the shaft 2, which is in mesh wit-h a gear 41-. carried by a shaft 5, rotatably mounted upon the frame 1 in parallel relation with the shaft 2, (see Fig ure 8). The shaft 5 is provided with a worm 6 which is in mesh with a worm gear 7 keyed and carried upon a. shaft 8. The shaft 8 is rotatably mounted upon the frame 1 and its axis is disposed transversely to the axis of the shaft 5.

A. cam supporting dial 9 is keyed upon the shaft 8 so as to turn with the shaft. This cam dial 9 is most clearly shown in Figures 1 and 7. v

The cam dial 9 has a plurality of concentric grooves adjacent to the peripheral edge thereof, by means of which. cams are adjustably supported upon the dial. A. brief dcscriptlon and identification of these cams will suffice at the present time. A pair of retardation earns 10 and 1.1 is disposed in rooi s 12 of the dial 9 and secured against movement by means of lock bolts 13. A pair of final stop cams 14 and 15 is disposed upon the front face of the dial 9 and extends beyond the peri heral edge thereof, as do the cams 10 and 11, and are adjustably secured against movement by means of set screws 16. A pair of man safety-cams 17 and 18 is adiustably supported upon the rear side of the dial 9 so as to extend beyond the peripheral edge of the dial by means of locking bolts 19. A :[inal stop switch housing 20 is supported upon the frame portion 1 adjacent to the top of the frame, and arranged to overhang the dial 9 laterally. A pair of final stop switches 21 and is disposed within the housing 20. Each of the switch members 21 and 22 has twin contacts 23 and movable switch plates 24 mounted upon a common pivotal support 25. A tension spring 26 is provided for the purpose of effecting a normal closing of the switches 21 and 22, yet permitting the opening of either of the switches independently of one another. The switch 21 is provided with a depending lever 27 having a roller 27 at its outermost end. This lever is employed for the purpose of supporting the movable element 24. of the switch 21. The roller 27 is arranged to lie in the path of the cam 15 so that the cam 15 will elevate the lever 27 and open the switch.

21. when the cam 15 engages therewith.

The movable element 24 of the switch 22 is supported upon a depending lever 28 having a roller 28 similar to the lever and roller 2T27 The roller 28" is arranged to engage with the cam let when the dial 9 is rotated, thus opening the switch 22 upon engagement of the cam 15% with the roller 28.

The switches 21 and 22 are both connected in an electrical circuit for applying the brake mechanism for the hoist drum, so that when either of the switches is opened, the brake mechanism will be actuated to cause the hoisting power to cease and the brakes to be applied. Such structure and circuit is shown in the patent to illiam J. Lilly. No. Mil/L675, dated September 2. 1919. This hoisting engine and brake engine mechanism are well known in the art, and has acquired a distinct status therein.

The n'iechanism for controlling the hoisting engine dependent upon the speed of the hoist drum, is provided in a governor 29 having Hy balls and mounteijl upon a ver ticaliv driven shaft 3 Means for driving the shaft 31 consists in a bevel gear scoured to the lower end of the shaft 31 .Vlllill is in mesh with a bevel gear 33 carried by a shaft 31:, rotatably mounted above the shaft 2 upon the frame 1. A gear 35 is carried by the outer end of the shaft 34 and is in mesh with a gear 36 carried upon the shaft 2. It should be apparent therefore, that the rotation of the governor 29 and the consequent elevation of the fly balls 30 will be directly proportional to the rotation of the hoist drum with which the shaft 2 is connected.

The. shaft 31 is hollow and has slidably mounted therein a push rod 37 which is arranged to be moved downwardly when the fly balls 30 are elevated, (see Figure Means for yieldably elevating the push rod 37 consists in a lever 38 having a bifurcated po tion 39 in engagement with the under surface of a flange 40, in contact with the push rod 37. The lever 38 is pivotally supported at 41 upon the frame 1. The outer end of the lever 38 is pivotally connected at 42 by means of a connecting rod 43 with the intermediate portion 44 of a pivotally sup ported lever 45.- The lever 45 is pivotally supported at 46 to the under side of a dash pot 47 which in turn is carried by the frame 1. An adjustable weight 48 is car ied at the outer end of the lever 45 which by virtue of gravity exerts a constant downward pull upon the connecting rod 43 to bring about the yieldable elevation of the push rod 37.

It should be apparent that the opposing; forces exerted by the weight of the fly balls 30 and of the weight 48 must be considered in determining the posit-ion of the'push rod upon the given revolution of the hoist drum. In order that this movement of the push rod 37 may be carefully adjusted, the weight 48 is adjustably supported upon the lever 45.

\Ve have heretofore shown that the final stop switches 21 and 22 are only actuated by the final stop cams l4 and 15 respectively, and that actuation of either of these switches will open a circuit for the purpose of stopping the hoist engine and applying the b ake mechanism of ordinary construction. It is necessary, however, that an additional switch be disposed in this master circuit for stopping the hoisting mechanism and for applying the brake mechanism, yet will operate when the skip or case is traveling at'over speed. that is. beyond the proper degree of safety. This switch should therefore be actuated by the governor 29, and to this end we have provided a switch consisting of a pair of insulatingmembers 49 and 50 pivot-- ally connected with one another at 51. (see Figure 4). It will be noted that the switch member 49 is substantially bifurcated and that the member 51 is disposed between. the bifurcated portions thereof. A pair of con" tact members 52 and 53 is supported at the outer ends of the bifurcated insulating; member 49 and a switch plate 54 is carried by the insulating member 50 for the purpose of connecting the contact members 52 and 53 with one another and thus permitting current to pass from the member 52 to the member 53 or vice versa.

The switch formed of the contact members 5253 and the plate 54 is connected in the aforementioned circuit which when broken will stop the hoist engine and apply the brakes to the hoist drum.

Such a circuit is shown in Figure 11 of the drawings. X represents lead wires which are connected in series with the control circnit of the hoist and brake engines. The over speed and limit switches are connected in series with this circuit so that if any one or more of the switches are opened, the circuit is immediately broken.

Means for yieldably holding the switch plate 54 in engagement with the contactmembers 52 and 53 is provided in a tension spring 55 secured at one end to the insnlating member 50 and at its opposite end to the under surface of the insulating member 49, (see Figure 4).

The insulating member 49 is carried by a shaft- 57 which shaftis pivotally mounted within a switch canopy 58 and upon the frame 1 adjacent to the upper end of the device.

Means for opening the switch 525453 and thereby breaking the circuit aforementioned for stopping the hoisting mechanism and applying the brake mechanism is provided in a contact supporting member. 59 pivotally connected at 60 and supported upon the lever 38. The contact supporting; memher 59 is provided with a dependingrod 61 having a plunger 62 at the lower end thereof disposed within the dashpot 47 so that move-- ment upwardly of the contact supporting; member 59 may be steady.

The contact supporting member 59 has an alarm contact 63 carried thereby which is in registration with the insulating member 50 at a point intermediate the length of the insulatingmember. A second alarm contact member (see Figure 3) consisting of a fixed member 64 and a spring: member 65 is secured to the member 64 but arranged to lie between the contact members 63 and 64 as the member (33 is moved toward the member 64-. This arrangement permits contact between the electrical conducting surfaces of the contact member 63 and the contact member tl- 65. yet the contact member 33 in engaging with the 111611117615 64 65 will not cause the insulating; member 50 to be moved upwardly against the action of the spring 55 until the contact member 65 has yielded to the force of the contact member 63 and engaged with the member 64. It will thus be noted that a slight increase in the speed of the governor 29 and consequently of the hoist drum will be necessary to cause the switch 5254 53 to he opened after the alarm contact 63*- 65-64 has been closed to ring an over-speed iii alarm bell within the engineers hearing. It will be noted at this time that the over-speed alarm bell is ordinary equipment and is usually placed where the engineer may hear it and know that the hoist drum is approaching an unsafe speed and that a very little increase in speed will occasion the operation of the master switch on the controller 52 to shut off the hoist engine and apply the brake mechanism.

Means for causing the master switch 52 to open at relatively low speeds of the hoist drum when the skip or cage is at one of either of its limits of travel is accomplished by merely rotating the shaft 57 upon which the insulating member 49 is fixed toward the contact supporting member 59 as the skip or cage approaches its end of travel. This is done by means of a connecting rod (57 pivotally connected at its upper end to an arm 68 carried by the shaft 57 and at its lowermost end with a lever 69 which we choose to call the retardation lever. T his lever 69 has a roller T0 mounted upon its outermost end and is pivotally supported at 71 upon the frame 1, so that the roller may lie in registration with the retardation cams 10 and 11.

Normally the roller 70 will lie just free of the peripheral edge of the dial 9. The retardation cams 10 and 11, however, when engaging with the roller 70 will cause the retardation lever 69 to assume the position shown in Figure a and consequently lower the insulating member 49 which, lowered to the position of the insulating member, must occasion the opening of the switch 525t- 53 at a lesser speed of the governor 29 than if the insulating member 4&9 carrying the switch parts were in the position shown in Figure 3.

We have thus shown how the retardation cams 10 and 11, when engaging with the roller 70, adjust the controller so as to open the master switch within the housing 58 and supported upon the insulating member 49 at a lower speed than when the retardation cams 10 and 11 are not in engagement with the roller 70. It. will be noted from inspection of Figure 1 that the retardation cams 10 and 11 are provided with curved or inclined roller engaging surfaces thereby causing the gradual downward movement of the insulating surfaces 19 and consequently graduating the degree of speed at which the governor 29 will open the switch member 545253.

A dual function of the retardation cams '10 and 11 and the retardation lever 69 is that the outer end. of the lever 69 is connected to a connecting rod 73 which connect.- ing rod is arranged for connection with the control valve, stop men'iber, or other like do vices used in conjunction with the brake onmounted upon the pivotally supported arm 76 and provided with a tension spring 77 for normally holding the clapper 75 in close proximity with the bell 74. Any movement of the arm 76 upon its pivotal support and sudden release, will permit the clapper 75 to strike the bell 74L by virtue of the spring 77. Means for HIOViDg the arm 76 so that the spring 77 may actuate the clapper when the arm is releaserh is provided in a connecting rod 78 pivotally connected to the arm 76 at one end and to a radially extending lug 79 forming a part of a plate 80 rotatably mounted at 81 to the frame 1. A second cam bearing lug or arm 82 is carried by the plate 80 and is provided with a diamond-shaped cam member 83 which is arranged to engage with the cam member 84 carried by the inner wall of the dial 9 and so arranged as to actuate the bell clapper 7 5 just prior to engagement of either of the retardation cams with the roller 70, thereby giving audible signal to the engineer that the skip or cage is approaching its limit of travel so that the engineer may manually reduce the speed of the hoisting engine and apply the brakes before the proper final stop.

In order that the engineer may have some visible indication of the position of the skip or cage in the shaft in a manner described in the patent to Lilly, 1,314,67 5 aforementioned an indicating dial is provided having a hand 91 carried upon a shaft 92 which is connected by means of a drive shaft 94: to the opposite end of the shaft 8, i. e., that end extending in the rear of the device as shown in Figure 1. Plates 95 bearing legends designating the end of travel and the various landings in the shaft are disposed adjacent to the peripheral edge of the dial 90 so as to designate the position of the skip or cage as the hand 91 moves into registration with the various plates.

' In hoisting engine controls, it is necessary that. some means he provided for controlling the hoisting engine and the brake mechanism so as to be operative within the degrees of safety for men and yet which may be operated at a greater speed when coal or ore is hoisted.

This mechanism for controlling the speed of the skip or cage within a reasonable degree of safety for men is known as the mansafety equipn'ient and in our present invention consists in a substantially T-shaped lever 96 'rotatably mounted upon the retardation member 69 and having its pivotal axis in alignment with the axis of the roller 70. The horizontally extending portion 97 of the T-shaped lever 96 is provided with rollers 98 and 98 at its ends thereof. These rollers are arranged to engage with the cams 17 and 18 respectively as the T-shaped lever 96 is tilted respectively to th right or left and the cams move into engagement with the rollers, as shown in Figure 6, thereby causing the arm 69 to rock in the same manner as when the cams 10 and 11 engage with the roller 70, but at an earlier point in the movement of the dial 9.

The vertically extending part 99 of the T-shaped lever 96 is connected by means of a pivotally connected link 100 to the depending portion 101 of a bell crank 102 having its axis at 103.

This bell crank 102 forms a part of the man-safety signal switch and is employed for supporting a pair of annular conductors or contactors one of which may be seen at 101 in Figure 3. The remaining conductor is identical in construction as the conductors 10a and disposed on the same axis therewith on the opposite side of the bell crank 102.

A man safety signal switch casing 105 is supported upon the frame 1 and is provided with two sets of normally opened switch blades 106 and 107, the blades 107 being at the lower end of the casing, the blades 100 being disposed at the upper end of the casing 105, so that when the bell crank 102 is in its uppermost position as shown in Fig ure 6, the contact members 104; may connect the adjacent pairs of switch blades 106 and when the bell crank is in its lowermost position, (see Figure 6 in dotted lines) the conductors 104 may connect the adjacent pairs of switch blades 107 (see Figure 9) and the conductors 10 1 in the electrical circuit.

The outermost end of the bell crank 102 is provided with a connecting rod 108 extending to the engineers platform or in the vicinity thereof so that the engineer may manually move the bell crank 102 if he so desires.

It should be noted at this time from an inspection of Fig. 9, that when the mansafety bell crank lever 102 is either elevated or lowered within the casing 105, signal lamps will be operated at the top and bottom of the shaft and also at the intermediate landings, notifying the men that the mansafety speed is to be maintained. Obviously, in order to operate the hoist so that it may be safe for men to travel in the skip or cage, the speed of the hoist drum must usually be reduced from the rock or normal speed. To this end, a connecting rod 109 is provided which is connected at one end to an arm 110 carried by the shaft 57 similar to the arm 68. The lower end of this connecting rod 109 is provided with a substantially Y- shaped yoke 111, (see Fig. 6). A pair of pins 112 and 113 is fixed to the bell crank 102 and arranged to immediately overlie the upper and adjacent ends of the yoke 111so that rotation of the bell crank 102 upon its antes 103 must cause engagement of one of the pins 112 or 113 with the yoke, and therefore the downward movement of the connecting rod 109, thereby drawing the insulating switch member 49 down toward the position shown in Figure at, where the man-safety speed must be maintained in order to prevent the switch 525t-53 from opening by virtue of the governor 29. A more adequate showing of the switch blades 106 and 107 as well as the contact members 104: is provided in Figure 8 of the drawing, which is a view taken along the line 88 of Figure 3.

From the foregoing description of the various parts of the device, the operation thereof may be readily understood. For the present let us ignore entirely the man-safety mechanism forming a part of our improved hoisting engine control, and let us assume that the skip or cage is at some point between the ends of travel in the shaft, that the hoist engine is in operation at its greatest speed within the degree of safety, and hoisting rock to the top of the shaft. This condition is just such a condition as is normally present. The mechanism will assume the position shown in Figure 3 with the exception that the governor 29 will be extended to a somewhat greater degree than shown in Figure 3, and the alarm contact 63 will be closer to the insulating member 19 than shown in Figure 3.

As the cage approaches the upper end of its travel in the shaft, the cam 8e will enge ge with the cam portion 83 on the lug 82, and occasion operation of the bell clapper 75 in the manner heretofore described, thus giving audible signal to the engineer that the skip is approaching the upper end of its travel. If the engineer is performing his duties properly he will then gradually decrease the speed of the drum by decreasing the speed of the engine. If he does not so decrease the speed of the engine, the retardation cam 11 will at this time engage with the roller 70 drawing the insulating member 1-9 downwardly. This will first cause the over-speed alarm bell to actuate, since the contact member 65 will engage with the contact member 63 and immediately thereafter further movement of the cam 11 will open the over-speed switch 5254.53, which will shut off the hoist engine and operate the brake mechanism. The speed at which the brake mechanism will set is directly determinable by the position of the retardation lever 69, which in the present instance would be with a quick application of the brakes, since the hoist is approaching the upper end of its travel.

Let us assume that the engineer did decrease the speed of the hoist, but did not stop the operation of the. hoist entirely. If this condition existed, the hoist would continue to operate until the final stop cam 15 engaged with the roller 2'? associated with the switch of the member 21 so as to open the switch and thereby cut off the power. In this case, since the engineer did decrease the speed of the hoist engine, the switch 52-5el-53 would not open.

Let us now assume that the skip or cage is traveling at an excessive speed interme diate the ends of travel, and at a greater speed than consistent with safety for rock. It should be noted that excessive speed at this time is apt to cause danger to the hoisting mechanism (the force of centrifugal force upon the hoisting drum at times has been known to rupture the drum and other mechanical ditficulties are encountered with heavy objects moved at an excessive speed). In this event, over-speeding of the hoist drum will occasion the operation of the governor to such an extent that the lever 38 will be forced downwardly, thereby elevating the contact member so that the switch 52-54*53 will be opened in the manner heretofore described, the over-speed alarm bell being first actuated a moment before the actual opening of the switch. it this time, the brakes'will not be applied quickly because the retardation lever is in the position shown in Figure 3 and for the reasons heretofore set forth.

Let us now assume that men are to be carried in the cage and therefore a speed consistent with the safety of men must be adhered to. It is also imperative that the passengers be advised and assured that the mechanism is properly set for their safety. The means for procuring this end consists in the man-safety equipment which has been described in detail and which is operated by elevation or lowering of the bell crank 102 by means of the connecting rod 108 communicating with the engineer's platform or the like. Just as quickly as the hell crank 102 is elevated or lowered the T-shaped member 96 will have its vertically extending portion 99 tilted to the right or left, (see Figure 6) depending upon the movement of the bell crank 102, thereby moving one of the rollers 98 in engagement with its cam 17 or 18 as the case may be. it should be noted that up to the present time the rollers 98 are out of the path of the cams 17 and 18.

Let us assume that the bell crank 102 is elevated. In this case the contact member 10% would connect the adjacent pairs of switch blades 106, thereby illuminating nal lamps 115, indicating that the mansafety equipment in proper condition for protecting men riding on the correspond ing cage. Let us assume that the men are being hoisted on that side.

Simultaneously with the upward movement of the bell crank 102 by the engineer, the connecting rod 109 will operate in the manner heretofore described to move the insulating member 49 so that the switch 52-54--53 will open when the governor 29 exceeds a lower speed than when the control device is in its operative position for hoisting rock.

I claim:

1. In a hoist engine controller of the type described, an overspeed switch comprising a pair of insulating members pivotally con nected with one another, a contact member on each of said insulating members arranged for contact when said members are substantially in registration with one another, a governor arranged to be driven by the hoist drum of a mine hoist, a push rod arranged for actuation by said governor and further arranged to engage with one of said insulating members when said governor is expanded beyond a predetermined degree, so as to cause the movement of said last named insulating member away from the remaining insulating member, and cam operated. means for moving said insulating members as a unit toward said push rod, thereby hastening the -actuation of said over-speed switch by expansion of said governor.

In a hoisting engine controller of the type described, an over-speed switch comprising a pair of insulating members pivotally connected with one another, a contact member on each of said insulating members arranged for contact when said members are substantially in registration with one another, a governor arranged to be driven by the hoist drum of a mine hoist, a push rod arranged for actuation by said governor and further arranged to engage with one of said insulatin members when said governor is expanded beyond a predetermined degree so as to cause the movement of said insulating member away from the remaining insulating member and manually actuated means for moving said insulating members as a unit toward said push rod, thereby hastening the actuation of said over-speed switch by expansion of said governor.

3. In a hoisting engine controller of the type described, an over speed switch comprising a pair of insulating members pivotally connected with one another, a contact member on each of said insulating members arranged for contact when said memhere are substantially in registration with one another, a governor arranged to be driven by the hoist drum of. a mine hoist,

a push rod arranged 'l'o* actuation by said governor and further arranged to engage with one of said insulating members when said governor is expanded beyond a predetermined degree so as to cause the movement of said last named insulating member away from the remaining insulating mem her, and manually actuated means for moving said insulating members as a unit toward said push rod thereby hastening the actuation of said over-speed switch by expansion of said governor, and a signal switch associated with said manually controllable means for actuating a signal circuit simultaneously with the actuation of said manually controllable means.

4:. In a hoisting engine controller of the character described, a shaft arranged for *onnection and synchronism as to rotation with the hoist drum oi a mine hoist, a movable cam supporting member arranged to be moved by rotation of said shait, an over-- speed switch, a governor connected with said shaft, means associated with said governor and said switch for actuating said switch at a predetermined speed, a mansat'ety cam carried by said cam supporting member a cam actuated lever, means for manually moving said lever into the path of said cam as said movable cam supporting member is actuated, and other means associated with said cam lever and with said switch operating means for causing said switch to actuate when said governor e2;- pands to a degree less than normal.

5. In a hoisting engine controller or the type described, a governor, a support, a weight, a rigid arm for pivotally suspending the weight pendant from the support, and means connecting, the governor with the weight for swinging the latter and its arm about the pivotal suspension point.

(5. In a hoisting engine controller of the type described, a governor, a support, a weight, a rigid arm for pivotally suspending the weight pendant from the support, and means connecting the governor with the weight to swing the latter into position to progressively increase the resistance to the action of the governor.

7. In a hoisting engine controller of the type described, a governor, a support, a weight, a rigid arm for pivot-ally suspending the weight pendant from the support normally in a substantially pe *pendicular posi tion, and connections between said governor and said weight for swinging the weight and the arm about the pivotal point of support toward a horizontal position, whereby the weight otters increasing resistance to the governor.

8. A hoist controller of the type described, comprising a governor, a rotary dial, means for driving the governor and the dial at a speed proportional to the speed of a hoisting drum, a main switch, means controlled by the governor for actuating the main switch, and a pair 0t limit switches actuated independently of the governor, one of said limit switches being positively opened at the limit of travel of the hoist drum in one direction and the other limit switch being positively opened at the limit oi travel of the hoist drum in the opposite direction.

IVILLIAM J. LILLY. ,I-IENRY H. LOGAN.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3173399 *Sep 30, 1963Mar 16, 1965Paul PatzArcuate bunk feeder with adjustable reversing feed conveyor trip mechanism
US4172563 *Mar 17, 1976Oct 30, 1979Siemens AktiengesellschaftShut-off unit in a drive unit for awnings and roller blinds
Classifications
U.S. Classification192/139
International ClassificationB66B5/08
Cooperative ClassificationB66B5/08
European ClassificationB66B5/08