1412 THE COLLIERY GUARDIAN. June 27, 1913. governor holds the catch bars Ji2 and 7i3 clear of the shoulders or projections on the rack wheel a; but when the speed increases to more than the predetermined maximum the governor lowers the catch bars, and when the projection h* on the bar h2 engages with a shoulder or projection it is moved to cause the double-ended lever h to force outward by one end or the other the bell crank lever i to release the trip lever J, and allow the weighted rod j2 to draw down the lever i2, and by means of the rod J3 to close the stop-valve quickly, and at the same time, from the other end of the bell crank lever i and by means of the rod j5, the brake is put on gradually. If, however, the rate at which the engine is moving when near the end of the wind or haul is dangerous, or if the engine has been started in the wrong direction, the governor will bring the emergency bar h3 into the path of one or other of the notched side plates a1 or a1 and through the double-ended lever h' and the levers i and i1 will trip off the spring and weight-loaded levers j and k, and allow them to rapidly close the stop-valve and put on the brake in the manner already described. If the rate of running throughout the wind or haul is not above the pre- determined maximum the governor will hold the catch bars h2 h3 clear of the shoulders and the side plates a1 a2, except the last projections, which are set to effectually limit the travel of the cage or length of haul in either direction. (Two claims.) 18801 (1912). An Improved Preparation or Composition for Rendering Coal and other Dust non-explosive. J. Arnott, of 9, Springfield-place, and F. W. Goodall, of 71, Albion- street, Leeds.—The object is to provide a preparation or composition of a highly incombustible nature which, on being strewn over the dusty roadways and galleries of mines, will render the initiation of an explosion from coal- dust practically impossible. The preparation consists of a mixture of the following substances, measured by weight, in or about the proportions named:—Sodium chloride, 12 parts; pulverised kaolin or other clay containing free alumina, 6 parts ; sulphate of alumina, If parts ; carbolic disinfecting powder, f part. In the case of a dry mine a larger percentage of sodium chloride would be required, while in the case of a damp mine a larger percentage of sulphate of alumina would be used. (Two claims.) 19343 (1912). Improvements in Clinometers. E. Pfister, of Sitten Wallis, Switzerland.—The arm carrying the measuring limb for reading the angular relations or angle of slope is provided with an oblique stop for enabling the i e ni limb to be readily set at an angle of 45 degs. to the said arm and a clamp and screw are mounted to slide in a longitudinal slot in the other arm and adapted to clamp the measuring limb to the slotted arm. The level is arranged in the free end of the slotted arm. The accompanying drawing shows a front elevation. (Two claims.) 19833 (1912). Improvements in Overwinding and Speed Controlling Gear for Winding and Hauling Engines. S. G. Bennett, of Lay Lands, Spital, Chesterfield.—Relates to a safety gear for winding engines, having a floating lever connected .to the engine controlling gear, and operated 12 U 2Z 23 hQQ l300J * 1-2QOJ 39 / 2* k«'-i — J 21 13 50 I jointly by a governor and by the travelling member of a screw-and-nut depth indicator. According to the invention the floated lever is adapted, upon being actuated, to release a trip lever which is displaced by the effort of balance weights and thereby adapted to operate the steam throttle valve. The single travelling nut is adapted to engage directly with the floating lever at one end of its stroke, and is adapted to engage with the said floating lever through suitable mechanism when at the other end of its stroke. Separate and independent mechanisms are provided for the throttle valve and brake as heretofore ; but according to the present invention each mechanism is furnished with provision whereby it can be independently timed, the separate and independent mechanism pertaining to the brake being comprised of a lever which is engaged directly by the travelling nut at one end of its stroke, and indirectly by such nut at the other end of its stroke, and which lever is adapted to release a trip lever controlled by a balance weight, and by virtue of the movement of said trip lever, the brake is applied. Fig. 1 is a front elevation which shows the arrangement of parts for operating the steam throttle valve; and fig. 2 is an end elevation. (Four claims.) 20310 (1912). Automatic Controller for Winding Engines. J. W. Harbottle, Mount Pleasant, Fryston, near Castleford, Yorkshire.—A shaft A driven from the winding-drum shaft into makes about 1> revolutions per wind; secured to this shaft is a wheel or arm with projecting drivers B. On shaft A, but not secured thereto, are two motion arms C against which the projections B engage driving C partly round the shaft A. The arms C make about half a revolution per wind, and acting through C1, C2, Cs, C4 compress or relax the governor control spring G4, causing the engine speed to be controlled. Also arms C, acting through C1, C2, X, Y, L, Lx prevent overwinding. Fig. 1 is an elevation of the moving parts, all the framework is removed. Fig. 2 is a plan of the same. Should the top cage lift too high, arms C, pressing on L or L1, move R, thus reversing the engine valves. At the same time C trips the weighted lever W8, this lever in falling shuts off the steam, and through E and E1 applies the steam brake, all these motions being against further movement of the engine. When the engine is lowering the top cage down the shaft, the drivers B s'. < IV Wf- [/,' c,- G1 ‘g3 • -C tend to leave arms C. The weighted lever W1 causes C to follow B till the position C° is reached; at the same time C3 has moved sliding plate C4, and compressed the governor control spring G4. Should the speed of the engine be greater than a prearranged maximum, then the governor G acting through G1, G3, and G8 trips the weighted lever W2, and W2 in falling, shuts off the steam through S3 and S4, at the same time E2 applies at the foot brake, bringing the engine to rest steadily. Arms C stay in position C°, while drivers B make about five-sixths of a revolution; then C is driven to the lower position. At the same time, the governor spring G4 is relaxed. This makes the governors more sensitive to action as the end of a wind is approached. Should the engineman not shut off the steam when nearing the end of a wind, arm 0 engaging with the projection on S, closes the steam valve. At the same time arm C displaces lever R° which on the same axis is extended to R* and R4 engages with and displaces R6, which is an extended part of the reverse operating lever. This action throws over the engine reversing lever. These actions cause the engine to be stopped before the cages reach the pit top. The springs S1, R1, and Ra allow the engineman to have partial control during this operation. (Four claims.) 20752 (1912). Improvements relating to Controlling Mechanisms for Preventing Overwinding or Running at Excessive Speeds in Winding Gears. G. J. F. Black, 182, Newton-road, Burton-on-Trent.—Relates more particularly to the type of apparatus in which relative motion takes place between two principal members, one of which has on the side adjacent to the other member a profile cut to a curve on a system of co-ordinates so as to resemble a speed- time or speed-distance graph. The relative motion between the two parts corresponding to the travel of the cage takes place in this apparatus parallel to one of the axes of co-ordinates, and the relative motion due to the action of the governor takes place in a direction parallel to the other axis of co-ordinates, or will have a component in such a direction. The respective scales for these two sets of co-ordinates depend upon the scale of the relative move- ment corresponding to the travel of the cage through a given distance to the'movement imparted by the governor for a given increase in speed. These scales are uniform or otherwise, according as the travel of the cage through a given distance at different points in the winding produces a uniform relative movement between the two principal parts of the mechanism or otherwise, and according as the governor produces a uniform relative movement with the same change of speed at different points in the speed range or otherwise. To allow devices of the kind set forth to work with a rate of change of velocity during the acceleration period, different from that followed during the retardation period, the improvement consists in mounting the profile ■ member, or a part thereof, so as to be movable on its carrier and out of the normal operative position without n 20 31 r- -i | ztf moving the carrier and actuating the stop gear, and means ! are provided for rendering the movable member or part I effective for bringing about the stopping action when desired. Fig. 1 is a longitudinal sectional view of the apparatus, the governor and other parts having no direct connection with the present invention being omitted; fig. 2 is a transverse section on the line B—B of fig. 1; fig. 3 is a longitudinal section showing parts of the apparatus embodying a modified form of the present invention; and in fig. 1 the dotted curve on the left-hand side indicates the ' shape that might be given to this part of the profile if the I profile were only used for controlling during the descending wind. Satisfactory working could be obtained if the portion I of the profile corresponding to acceleration were out of action. The arrangement shown in fig. 3 provides for the attainment of such a result. In this arrangement the end portions of the profile plate 22 and 32 are mounted on hinges 14, so as to be capable of swinging from the central position. The part 22 of the plate at the left-hand end of fig. 3 is capable of swinging to the right, while the other part 32 i is capable of swinging in the opposite direction. The : movement of these parts of the plate past the central posi- I tion towards the left and right respectively is prevented by contact with projections 15 and 16 on the carrier 11. Springs, such as indicated at 160, tend to normally retain the two parts of the plate in the central position. In some cases it will be preferable not to adopt the simple arrange- ment above described, as under certain conditions it would give considerable wear on the. teeth and on the profile plate- due to repeated contact during the acceleration periods. It is, therefore, sometimes preferable to employ some positive arrangement for moving one of the parts out of the operative position before the commencement of each wind, so that the teeth of the catch wheel do not strike against this part during the acceleration period. An arrangement for attaining this result is shown in fig. 3. In this arrangement levers are pivotally mounted adjacent the plates 32 and 22 respectively. The lower ends of these levers lie adjacent to the end positions of the catch wheel 1, and the hub of this wheel carries at each side a set of spring mounted projec- tions, adapted to engage these lower ends as the wheel is approaching its end positions. Where it is desired to have control during the whole of the wind in each direction, but to have non-symmetrical profile plates or symmetrical plates of different forms, a pair of plates may be employed instead of a single plate with two (movable parts. An arrangement of this kind is shown in figs. 1 and 2 of the drawings. The method of supporting the plates 2 and 42 permits these plates to swing in opposite directions into Continued on page 1414.