New or Improved Hoisting Apparatus.
Year: 1894

page_text: COMPLETE SPECIFICATION.
New or Improved Hoisting Apparatus.
1, HEINRICH GEORGE, of 12 Ziehenmarkt Helmstedt, in the Empire of
Germany, Mine Manager, do hereby declare the nature of this invention and
n what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement.-
This invention relates to hoisting apparatus for mines and lifts in which the
hoisting rope or chain is dispensed with, and the attendant inconveniences and
dangers thereof are avoided.
In the annexed drawings Figure 1 is a vertical section of an apparatus constructed
In accordance with my invention, Figure 2 a sectional clevation taken in a plane at
ight angles to Figure 1, and Figure 3 is a plan of the apparatus
A B and A Bate pairs of bats extending from top to bottom of the shaft and
forming bearings for spur-wheels placed vertically one over the other and
geared together so as to form continuous groups or trains of wheels on each side of
the shaft Each of the trucks to be raised and lowered is furnished with toothed
acks Il which come into gear with the spur wheels CC so that the said trucks
are raised or lowered by the said wheels according to the duection in which the
latter are turned
The rotation of the spur wheels may be effected by any suitable means such for
example as those shown in Figure 3. The main diving shatt D is rotated by any
suitable motive power and its motion is transmitted by the bevil wheels D' and D
to the shafts E which turn in suitable bearings and cay the spur wheels Fand F¹.
These spur wheels gear with the trains of wheels C and C'
The wheels indicated by similar letters of reference are of the same diameter so
that the trains of toothed wheels, which stand opposite one another, and the corre-
sponding wheels of which are of the same size, run at exactly the same speed. To
relieve the upper wheels, the lower wheels of the trams are so connected by a
shaft T, bevil wheels T and spur wheels T', that the rotation of the wheels of one
tiain is dependent upon the rotation of the wheels of the other train.
The trucks are provided with toothed rachs II the teeth of which correspond in
pitch with the spun wheels C and C¹ The axes of the wheels of the trains must
be so arranged that those wheels, which rotate m dnections opposite to that
requned to effect the desired movement of the trucks, are set back so that they
The trucks are so placed
cannot come into gear with the racks on the trucks
between the toothed wheels of the trains on opposite sides of the shaft that the
teeth of the said wheels come into gear with the teeth of the racks on the trucks,
and the latter are raised or lowered in the shaft by the rotation of the said wheels.
In order to produce the best effect with the apparatus, two such are employed
side by side, one for the ascending loaded trucks and the other for the descending
empty ones, the trains of wheels of both being driven, it desued, by the same
shafts. The wheels F gear with the back wheels of the trains C, and the wheels Fl
with the front wheels of the trains C whereby the front wheels of the trains Care
caused to run in a direction opposite to that of the front wheels of the trains C¹
The toothed racks H of the empty descending trucks gear with the frout wheels C¹,
and the toothed racks H of the full ascending trucks gear with the front wheels C.
By these arrangements the weight of the empty descending trucks acts on the
trains of wheels by which the full trucks are raised and assists such aising,
because the respective trains of wheels are connected together by driving shafts
common to both.

page_text: At the bottom of the shaft the loaded trucks are run off the main rails J on t
a traversing platform K which is then drawn so far sideways that the racks H
on the trucks engage with the wheels at the lower ends of the trains C. These
wheels form secondary trains which are not normally in gear with the mam parts
of the trains and are therefore normally stationary. When a truck has been
pushed in so that its racks gear correctly with these lower secondary tain_of
wheels, the latter are coupled with the main part of the trams C by means of a
counter-shaft or other suitable connecting means which can be put into and out of
gear at pleasure, and the truck is then raised by the said lower wheels until it is
caught by the rotating wheels of the main train and is thereby carried upwards.
Then the lower secondary wheels are put out of gear so that they remain
stationary, the traversing platform K is drawn back, another truck pushed on to
it, and so ou.
Having reached the upper end of the shaft, the loaded truck comes into gear
with the upper secondary wheels, and these are then connected by means of suntable
connecting gear with and are set in motion by the mam parts of the wheel trains,
or are set in motion by means of gearing L operated by the crank handle N so as
to use the truck high enough for a traveling platform M to be pushed in
underneath it. The truck is then lowered by turning these upper secondary wheels
in the contrary duection until it rests on the traversing platform M and the latter,
with the truck on it, is then drawn out so that the truck can be pushed off the
platform on to the line of rails on which it is to be conveyed away.
In order to
lower the trucks slowly, a brake I is provided in any suitable position.
In Figure 1erepresents in section a filled truck standing on the lower traversing
platform and pushed in between the lower secondary trains of wheels so that, when
these latter are coupled with the rotating wheels of the mam tiains, the truck 18
carmed upwards represents in section a second filled truck which is being inised
by the rotating wheels of the main trains, and a represents a truck which is being
raised by the upper secondary trains of wheels to enable the traversing platform M
to be pushed under it.
The empty truck is placed at the top of the shaft on a third traversing platform M
and is moved sulewise therewith until its toothed lacks come into gear with the
These
stationary secondary wheels at the upper ends of the main wheel trains C
secondary wheels are set in action by means of a hand-driving apparatus N whereby
the empty truck is raised high enough for the traversing earinge M¹ to be drawn
out. The upper secondary trains of wheels are provided with a brake to enable
the truck to be slowly lowered until it comes into gear with the rotating wheels of
the main trains C' by which it is lowered to the bottom of the shaft When the
truck reaches the bottom, it is delivered to the lower stationary secondary wheels
which are connected with a brake by which the momentum of the descending truck
can be gradually reduced so as to bing the latter slowly to rest on the traversing
platform K' from which it is moved sidewise on to the rails to be taken away
To guide the truck endwise between the guide bars A and B or A' and B'
cheeks P are secured at the ends of the trucks, and these cheeks also prevent
mjmy to the toothed racks H when two tucks strike one another end wise
The distance of these checks from one another must be so at ranged that when
the truck stands on a traversing platform the said cheeks come into the spaces
between the front wheels of the trains
In order to prevent two trucks striking against one another, lovers / are arranged
in suitable positions in the shaft, which levers are acted upon by the passing trucks
and operate signalling apparatus such as bells or whistles which notify to the
workmen that a truck is approaching. A lever h', or other suitable device, may
be arranged so as to be actuated by the moving truck to put the driving gear
completely out of action when such truck has been raised too high or lowered too
far, which can only happen when the truck has not been removed from the
stationary secondary wheels at the night time, in which case it would be struck by
the next following truck.

page_text: It is obvious that the truck may he provided with a roof, especially when the
hoist is to be used for raising and loweing hving people. The most important
advantages of this apparatus over those in general use are the following :-
1. The raising and lowering of large quantities of material from or to any
required depth at moderate speeds.
2. Simplicity, and therefore cheapness of the apparatus, also economy in the cost
of the actuating steam engine, as the latter may be constructed without reversing
gear and be connected duectly with the hoisting wheel-work.
3. Saving of the Ingh and costly framework heretofore required.
4. Avoidance of the necessity for safety catches
5. Avoidance of unsafe hoisting 1opes and of releasing apparatus
6. Saving of labour, as the apparatus does not require to be reversed, and the
trucks are not delivered to and from the shaft in groups but singly.
7. Considerable reduction of space occupied by the apparatus and in the cost
of working, and finally absolute safety and quick delivery
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim 18,-
First. A hoisting apparatus consisting of groups or trains of toothed wheels C
and C' which gear with toothed racks II on the trucks or other objects to be raised,
substantially as descubed.
Second. In hoisting apparatus of the kind herom described, the employment, at
the upper and lower ends of the main trains of hoisting and lowering wheels, of
Beparate secondary trams of wheels which can be put into or out of gear with the
main trains or be operated by hand or other wise, the said secondary trains being
furnished or not with brakes, substantially as descubed, and for the purposes
specified.
Third In hoisting apparatus of the kind herein descubed, connecting together
the groups or trains of hoisting and lowering wheels for the empty and full trucks
by means of driving apparatus which is common to both, so that the weight of the
descending trucks is utilized to assist in raising the full ones, substantially as
described.
Dated this and dos al October 1894