CA1190503A - Power and free conveyor systems - Google Patents
Power and free conveyor systemsInfo
- Publication number
- CA1190503A CA1190503A CA000403014A CA403014A CA1190503A CA 1190503 A CA1190503 A CA 1190503A CA 000403014 A CA000403014 A CA 000403014A CA 403014 A CA403014 A CA 403014A CA 1190503 A CA1190503 A CA 1190503A
- Authority
- CA
- Canada
- Prior art keywords
- driving
- carrier
- dog
- track
- pusher
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/12—Systems with propulsion devices between or alongside the rails, e.g. pneumatic systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B10/00—Power and free systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B10/00—Power and free systems
- B61B10/02—Power and free systems with suspended vehicles
- B61B10/025—Coupling and uncoupling means between power track abd vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Chain Conveyers (AREA)
- Discharge Of Articles From Conveyors (AREA)
- Intermediate Stations On Conveyors (AREA)
- Reciprocating Conveyors (AREA)
- Special Conveying (AREA)
- Escalators And Moving Walkways (AREA)
- Pusher Or Impeller Conveyors (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Power and free conveyor systems wherein each article car-rier includes a driving trolley having a movable driving member biased to an operable position in which it is engageable with a driven pusher to propel the carrier along a carrier track, the pusher being supported by a vertically spaced power track. Form-ed integrally with the driving member are: a stopping cam and an abutment, an accumulation cam, an anti-jam cam, and a pair of transversely projecting driving wings, all cams being adapted to disengage the driving member from a pusher. The stopping cam and abutment are engageable with a trackside stop member to stop the carrier; the accumulating cam is engageable with an actuator on the rear of a preceding carrier, also to stop the carrier; and the driving wings are engageable by forwarding and receiving push-ers travelling on parallel side-by-side power tracks at a trans-fer zone where the driving member and pushers are relatively posi-tioned vertically so that improper engagement between them is pre-vented by the anti-jam cam and by beveled side surfaces on the driving wings and the pushers. Carrier bumpers and actuators are located within and protected by the web portions of channel-section carrier track members which can be mounted above or below the power track.
Power and free conveyor systems wherein each article car-rier includes a driving trolley having a movable driving member biased to an operable position in which it is engageable with a driven pusher to propel the carrier along a carrier track, the pusher being supported by a vertically spaced power track. Form-ed integrally with the driving member are: a stopping cam and an abutment, an accumulation cam, an anti-jam cam, and a pair of transversely projecting driving wings, all cams being adapted to disengage the driving member from a pusher. The stopping cam and abutment are engageable with a trackside stop member to stop the carrier; the accumulating cam is engageable with an actuator on the rear of a preceding carrier, also to stop the carrier; and the driving wings are engageable by forwarding and receiving push-ers travelling on parallel side-by-side power tracks at a trans-fer zone where the driving member and pushers are relatively posi-tioned vertically so that improper engagement between them is pre-vented by the anti-jam cam and by beveled side surfaces on the driving wings and the pushers. Carrier bumpers and actuators are located within and protected by the web portions of channel-section carrier track members which can be mounted above or below the power track.
Description
1191~503 W- 230 POWER AND FREE CO V YOR SYSTE~MS
This invention relates to improvements in conveyor sys-tems of the power and free type.
Such conveyor systems conventionally include a carrier track, carriers each having a drlving trolley supported on the carrier track, a power track spaced vertically from the carrier track, and carrier propelling means mounted on the power track, the propelli.ng means being normally driven in a forward direction and including pusher members projecting toward the carrier track.
The driving trolley has a driving member which is movable between operable and non-operable positions with respect to a pusher mem-ber and which is biased to the operable po~ition.
Other conventional features of such conveyor systems in-clude: ¦ j 1. The capabllity of stopping and accu~ulating carriersl by causing their driving members to be moved to non-operable relat.ion with the pushers; and
This invention relates to improvements in conveyor sys-tems of the power and free type.
Such conveyor systems conventionally include a carrier track, carriers each having a drlving trolley supported on the carrier track, a power track spaced vertically from the carrier track, and carrier propelling means mounted on the power track, the propelli.ng means being normally driven in a forward direction and including pusher members projecting toward the carrier track.
The driving trolley has a driving member which is movable between operable and non-operable positions with respect to a pusher mem-ber and which is biased to the operable po~ition.
Other conventional features of such conveyor systems in-clude: ¦ j 1. The capabllity of stopping and accu~ulating carriersl by causing their driving members to be moved to non-operable relat.ion with the pushers; and
2. In more complex systems, the capability of providing transfer zones to which a carrier is propelled by a j ~orwarding pusher and from which the carrier is to ¦j be prvpelled by a receiving pusher, the forwarding and receiving pushers usually (but not necessarily) I . being part of separately driven forwarding and re-i ceiving propelling means so that carrier spèed, or relative spacing, or both, may be varied as desired throughout the system.
Referencé is made to ~he fol]owing U. S~ patents for a more complete disclosure of the features summarized above:
Referencé is made to ~he fol]owing U. S~ patents for a more complete disclosure of the features summarized above:
3,044,416 - The driving member of a carrier driving trolley is connected to a forwardly projecting lever which is en-gageable by a rearwardly projecting actuator on a preceding car--1~
Il. . . . I
~ 3 -230 rier to move the driving member to non-operable relation with a pusher membQr. Bumpers on the tro]leys prevent d~mage to the lever which ~lso serves as a counterweight to bias ~he driving member to the operable posltion relative to a pusher member.
3,434,431 ~ A stop member, positionable in the path of forward movement of a carrier driving trolley, contacts a cam sur-face on the driving member to move it out of engagement with a pusher member and is abutted by a holdback dog to stop the driv-ing trolley. In this disclosure, a secondary stopping device is provided to insure that the desired abutting engagement of the stop member takes place.
3,2~9 645 and 3,314 377 - These patents relate to trans-fer zones through which carriers are propelled by forwarding and receiving pusher members. Each carrier is provided with a second-ary driving member which is located rearwardly of a main driving member and is engageable by a forwarding pusher member to advance¦
the carrier through the transfer zone. Interference between pushl er and driving members is prevented by dimensional differences in ¦
the driving and holdback members of the carrier and in the spacing 20 ¦ between the carrier track and the forwarding and receiving power ¦ tracks.
¦ All of the results obtainable by the teachings of these prior patents are achieved in the conveyor systems of the present invention by a relatively less complex construction which offers several additional constructional and operational feat~lres in-cluding:
1. The capability of providing two types of conveyor systems, one having the power track located below ¦ the carrier track and the other having the power track located above the carrier track as in the prior patents mentioned above;
1191)503 W 230 2. Transfer ~ones at which carriers can be accumulated and through which carri~rs can be propelled by for-warding and r~ceiving pusher members without r~-quiring a secondary driving member on each carrier and without interference between the carrier driv-ing member and ~he forwarding and receiving pusher members;
3. Stops which positively arrest forward movement of a carrier; and
Il. . . . I
~ 3 -230 rier to move the driving member to non-operable relation with a pusher membQr. Bumpers on the tro]leys prevent d~mage to the lever which ~lso serves as a counterweight to bias ~he driving member to the operable posltion relative to a pusher member.
3,434,431 ~ A stop member, positionable in the path of forward movement of a carrier driving trolley, contacts a cam sur-face on the driving member to move it out of engagement with a pusher member and is abutted by a holdback dog to stop the driv-ing trolley. In this disclosure, a secondary stopping device is provided to insure that the desired abutting engagement of the stop member takes place.
3,2~9 645 and 3,314 377 - These patents relate to trans-fer zones through which carriers are propelled by forwarding and receiving pusher members. Each carrier is provided with a second-ary driving member which is located rearwardly of a main driving member and is engageable by a forwarding pusher member to advance¦
the carrier through the transfer zone. Interference between pushl er and driving members is prevented by dimensional differences in ¦
the driving and holdback members of the carrier and in the spacing 20 ¦ between the carrier track and the forwarding and receiving power ¦ tracks.
¦ All of the results obtainable by the teachings of these prior patents are achieved in the conveyor systems of the present invention by a relatively less complex construction which offers several additional constructional and operational feat~lres in-cluding:
1. The capability of providing two types of conveyor systems, one having the power track located below ¦ the carrier track and the other having the power track located above the carrier track as in the prior patents mentioned above;
1191)503 W 230 2. Transfer ~ones at which carriers can be accumulated and through which carri~rs can be propelled by for-warding and r~ceiving pusher members without r~-quiring a secondary driving member on each carrier and without interference between the carrier driv-ing member and ~he forwarding and receiving pusher members;
3. Stops which positively arrest forward movement of a carrier; and
4. Carrier bumpers and accumulating mechanism which are located within a protecked space partially en-closed by the structural members for~ing the car-rier track.
In a conveyor system of the invention, having the con-ventional components described above in the second paragraph of this specification, the driving member of the ~riving trolley in-¦ cludes an end portion which extends from the driving trolley to-ward the power track and which is integrally formed with a driv-ing dog and an actuating cam, the driving dog having a driving face engageable by a pusher member in the operable position of the driving member, and the actuating cam extending from the driv-ing member in the forward direction.
This actuating cam is provided with:
1. A first accumulating cam surface adap~ed to engage l a rearwardly extending actuator on a preceding car-¦ rier and move the driving member to non-operable position for carrier accumulation.
2. A second stopping cam surface which is located be-tween the first accumulating cam surface and the j driving face of the driving dog and which extends to an abutment formed on the drîving member for-~ ~3~ 5~ ~
W-230 1 wardly of the driving dog. A stop member, posi-tionable in the path of movement of the driving member, lS engageable by the stopping cam surface to move the driving member to non-operable position and is engageable by the abutment to stop the car-rier; and 3. A third anti-jam cam surface which is located out-wardly of the abutment surface~ extends toward the driving face and is adapted to move the driving mem ber toward non-operable position in response to en-gagement between the anti-jam cam surface and a pusher member overtaken thereby, thus preventing this type of interference between the driving and pusher members.
Preferably, a holdback dog is integrally formed with the driving member and has a holdback face engageable by a pusher member in the operable position o~ the drîving member. Movement of the driving member to non-operable posi,ion under any of the accumulating, stopping or interference-preventing conditions de-scribed above also results in the holdback dog being non-engage~
able by a pusher member, Preferably also, the driving dog of the driving member includes a pair of wing portions each projecting transversely to one side of the actuating cam, each provided with a continuation of the driving face of the driving dog, and each provided with a continuation of the anti-jam cam surface. The stop member is formed with an offset portion which is overlapped and is engage-able by one of the wing portions to limit the movement of the driving member that results from the engagement of the stop mem-ber by the stopping cam surface and to thereby insure engagement between the stop member and the abutment on the actuating cam.
~ 5~3 W-230 In a conveyor system of the invention having a transfer zone to the entrance end of which a carrier is propelled by a ¦ forwarding pusher member whose path of travel is defined by a forwarding power track and from the exit end of which a carrier îs to be propelled by a receiving pusher member whose path of travel is defined by a receiving power track, the invention -1. Provides parallel portions of the forwarding and receiving power ~racks, which portions are located between the entrance and exit ends of the transfer zone, are offset to opposite sides of a vertical plane through the longitudinal centerline of the carrier track, and extend parallel to that plane.
These parallel power track portions position the forwarding and receiving pusher members in trans-versely spaced relation so that a fo~arding pusher member is engageable with one of the driving dog ¦
wing portions and a receiving pusher member is en-gageable with the other of the driving dog wing portions. At the exit end of the transfer zone one of the forwarding and receiving power tracks di-verges from the other and the receiving power track¦
converges into aligned relation with the centerline¦
of the carrier track~ A transfer takes place as ¦
the result o the successive engagement of the driving dog wing portions by forwarding and receiv-ing pusher members.
2. Provides that the dri~ing dog wing portions project to each.s~de of the holdback face of a holdback dog and that the parallel power track portions are so arranged relative to the vertical plane through the cente~line of the carrier track as to prevent en-~ 5~ 3 W-230 gagement of the holdback face by at least one, and pre:Eerably both, of the forwarding and receiving ¦ pusher members when positioned by the parallel power track portions~ This eliminates the possibility of interference between the holdback dog and a pusher member in the transfer ~one.
3. Provides beveled surfaces on the sides of the pusher members and on the sides of the driving dog wing portions, the aforementioned anti-jam cam surfaces on the driving dog wing portions, and means for ré-latively positioning the driving dog and pusher members so that possible engagement therebetween is limited to engagement of the beveled and anti-jam cam sur-Eaces, which engagement causes the driving dog to be moved ~o a non-operable position~ The re-lative positioning of the driving dog and pusher members is accomplished by a cam bar mounted between the parallel trac~ portions and engageable by the l driving dog, or alternatively by the relati.ve ele-vation of the carrier track to a power track.
The foregoing and other features of the invention will be developed in the description to follow of the presently pre-ferrea embodiments disclosed in the accompanying drawings, in which:
FIG. 1 is a schematic plan ~iew of a representative conveyor system illustrating features of the invention;
FIG. 2 is a side eleyation of a load carrier of a type of conveyor system of the invention in which the power track is located below the carrier trackj ¦ FIG. 3 is an end elevation of FIG, 2 showing the track structure;
:
~6~
In a conveyor system of the invention, having the con-ventional components described above in the second paragraph of this specification, the driving member of the ~riving trolley in-¦ cludes an end portion which extends from the driving trolley to-ward the power track and which is integrally formed with a driv-ing dog and an actuating cam, the driving dog having a driving face engageable by a pusher member in the operable position of the driving member, and the actuating cam extending from the driv-ing member in the forward direction.
This actuating cam is provided with:
1. A first accumulating cam surface adap~ed to engage l a rearwardly extending actuator on a preceding car-¦ rier and move the driving member to non-operable position for carrier accumulation.
2. A second stopping cam surface which is located be-tween the first accumulating cam surface and the j driving face of the driving dog and which extends to an abutment formed on the drîving member for-~ ~3~ 5~ ~
W-230 1 wardly of the driving dog. A stop member, posi-tionable in the path of movement of the driving member, lS engageable by the stopping cam surface to move the driving member to non-operable position and is engageable by the abutment to stop the car-rier; and 3. A third anti-jam cam surface which is located out-wardly of the abutment surface~ extends toward the driving face and is adapted to move the driving mem ber toward non-operable position in response to en-gagement between the anti-jam cam surface and a pusher member overtaken thereby, thus preventing this type of interference between the driving and pusher members.
Preferably, a holdback dog is integrally formed with the driving member and has a holdback face engageable by a pusher member in the operable position o~ the drîving member. Movement of the driving member to non-operable posi,ion under any of the accumulating, stopping or interference-preventing conditions de-scribed above also results in the holdback dog being non-engage~
able by a pusher member, Preferably also, the driving dog of the driving member includes a pair of wing portions each projecting transversely to one side of the actuating cam, each provided with a continuation of the driving face of the driving dog, and each provided with a continuation of the anti-jam cam surface. The stop member is formed with an offset portion which is overlapped and is engage-able by one of the wing portions to limit the movement of the driving member that results from the engagement of the stop mem-ber by the stopping cam surface and to thereby insure engagement between the stop member and the abutment on the actuating cam.
~ 5~3 W-230 In a conveyor system of the invention having a transfer zone to the entrance end of which a carrier is propelled by a ¦ forwarding pusher member whose path of travel is defined by a forwarding power track and from the exit end of which a carrier îs to be propelled by a receiving pusher member whose path of travel is defined by a receiving power track, the invention -1. Provides parallel portions of the forwarding and receiving power ~racks, which portions are located between the entrance and exit ends of the transfer zone, are offset to opposite sides of a vertical plane through the longitudinal centerline of the carrier track, and extend parallel to that plane.
These parallel power track portions position the forwarding and receiving pusher members in trans-versely spaced relation so that a fo~arding pusher member is engageable with one of the driving dog ¦
wing portions and a receiving pusher member is en-gageable with the other of the driving dog wing portions. At the exit end of the transfer zone one of the forwarding and receiving power tracks di-verges from the other and the receiving power track¦
converges into aligned relation with the centerline¦
of the carrier track~ A transfer takes place as ¦
the result o the successive engagement of the driving dog wing portions by forwarding and receiv-ing pusher members.
2. Provides that the dri~ing dog wing portions project to each.s~de of the holdback face of a holdback dog and that the parallel power track portions are so arranged relative to the vertical plane through the cente~line of the carrier track as to prevent en-~ 5~ 3 W-230 gagement of the holdback face by at least one, and pre:Eerably both, of the forwarding and receiving ¦ pusher members when positioned by the parallel power track portions~ This eliminates the possibility of interference between the holdback dog and a pusher member in the transfer ~one.
3. Provides beveled surfaces on the sides of the pusher members and on the sides of the driving dog wing portions, the aforementioned anti-jam cam surfaces on the driving dog wing portions, and means for ré-latively positioning the driving dog and pusher members so that possible engagement therebetween is limited to engagement of the beveled and anti-jam cam sur-Eaces, which engagement causes the driving dog to be moved ~o a non-operable position~ The re-lative positioning of the driving dog and pusher members is accomplished by a cam bar mounted between the parallel trac~ portions and engageable by the l driving dog, or alternatively by the relati.ve ele-vation of the carrier track to a power track.
The foregoing and other features of the invention will be developed in the description to follow of the presently pre-ferrea embodiments disclosed in the accompanying drawings, in which:
FIG. 1 is a schematic plan ~iew of a representative conveyor system illustrating features of the invention;
FIG. 2 is a side eleyation of a load carrier of a type of conveyor system of the invention in which the power track is located below the carrier trackj ¦ FIG. 3 is an end elevation of FIG, 2 showing the track structure;
:
~6~
5~
W-230 FIG. 4 is an enlarged side elevation of the driving trolley of the load carrier of FIG~ 2;
FIG. 5 is an end elevation of the trolley of FIG. 4;
FIG. 6 is a side elevation showing an accumulated rela-tion between a trailing trolley of one carrier and a driving trol-ley of a following carrier;
FIG. 7 is a fragmentary sectiona~ elevation taken as indicated by the line 7-7 o~ FIG. l showing the relati.on between the driving trolley and forwarding and receiving pushers at one ¦type of transfer;
FIG. 8 is a fragmentary side elevation further illus-trating various relationships between the driving trolley and pushers in the transfer of FIG~ 7;
FIG. 9 is a fragmentary sectional elevation taken as indicated by the line 9-9 of FIG~ 1 showing the relation between I ~, the driving trolley and forwarding and receiving pushers at another type o~ transfer;
FI&. 10 is a fragmentary side elevation taken as indi-l cated by the arrow 10 of FIG. 1 showing the relation between the l driving trolley and a stop memberi FIG, 11 is a secti.onal elevation taken as indicated by the line 11-11 of FIG. 10;
FIG~ 12 is a plan view taken as indicated by the line 12-12 of FIG. ll; and FIG. 13 is a side elevation of a driving trolley of the inVention modified for use in a conveyor system of the invention in ~hich the carrier track is located below the po~er track~ .
FIGS, 2 and 3 illustrate a conveyor system of the in-vention in which a carrier track 10 is located above a power track 12. The carrier track 10 is formed by a pair of channel-section track members 13 and 14 ~FIG. 3) ? the lower flanges of which pro-~l~V503 W-~30 1 vide a pair of transversely spaced carrier supporting track sur-faces 15 each pro~ecting toward the other rom one of the verti-cal web portions 16 extending perpendicular to the track surfaces.
The upper flanges 18 of the track members 13 and 14 provide a pair of opposed guide surfaces 19~
A carrier 20 is supported on the carrier track 10 and will of course have a configuration suited for the article or articles being handled in a particular conveyor system. The re-presentative form of carrier shown in FIG. 2 consists of a lead-ing driving trolley 22 ? an intermediate load carrying trolley 24 and a traillng load carrying trolley 26. A tow b~r 27 is con-nected to the driving trolley 2~ and to the intennediate trolley 24 with universal type connections 28. Load carrying structure 30 is connected to each of the intermediate and trailing trolleys 24 and 26 by a vertîcal pivot pin 31~ ,, Other possible carrier configurations include a carrier having a driving trolley 22 and a trailing trolley 26 with load supporting structure connected to either or both of these trol-leys; and, a carrier having only a driving trolley 22 with load carrying structure connected thereto. Any carrier will include a dri~ing trolley 22, regardless of what other carrier components may be employed.
¦ The power track 12 is spaced vertically from the car-l rier track 10 and, as showTl in FIG. 3 consists of a pair of I channel-section track members 32 and 33 mounted in a transversPly spaced toe-to-toe relation which is normally symmetrical to a vertical plane 34 extending through the longitudinal centerline ¦ of the carrier track 10. Structural frames 36 support the car-rier and power tracks 10 and 12 at longitudinally spaced inter-vals as shown in FIG, 2. Each frame 36 consists of a pair of vertical channel section supports 37 for thP carrier track mem-~ 3 W-230 bers 13 and 14, a transverse angle section m~mber 38 joined to the supports 37 and to the power ~rack members 32 and 33, and a base member 39 which is secured to each of the other components of the frame 36 and may be mounted on any suitable foundation at any elevation desired~
Carrier propelling means 40 (FIG. 2) are mounted on the power track 12, are normally driven in a forward direction as indicated by the arrow 41, and include pusher members 42 project- ¦
ing toward the carrier track 10. In the particular construction shown, the pusher members 42 are formed on links 43 of an endless chain 44 connected to power trolleys 45 which travel on the power track 12. Other forms of propelling means conventionally employ-ed in power and free conveyor systerns can also be used.
Referring to FIGS. 2, 4 and 5, the driving trolley 2~
has a driving member 46 movable bet~een operable and non-operable positions with respect to a pusher member 42, and biased to the operable position shown in FIG. 2 and in solid line in FIG. 4.
The driving member 46 includes an end portion 48, which extends from the driving trolley 22 toward the power track 12, and a stem I portion 50 which is movably mounted within the driving trolley body 52 by suitable means to be described~
The trolley body 52 comprises a pair of transversely spaced, interconnected side plates 54 having wheel supporting portions 55 di.sposed within the carrier track 10 and carrying portions 56 disposed externally of the carrier track. Apertures 57 are provided in the portions 56 for connecting the tow bar 27 or load carrying structure to the trolley body. Front and rear axles 58 and 59 extend between the poxtions 56 with a pair of front and a pair of rear load carrying wheels 60 and 61 being mounted on the axles 58 and 59, respective~y. Spacers 52 (FIG, 5) position ~he wheels 6Q and 61 outwardly of ~he side 1~905(33 -230 pla~es 54. The tread dimension between each pair of wheels is considerably greater than normal practice for free ~rolleys of power and free conveyor systems, and requires a corresponding in-crease in the transverse spacing between the carrier track mem-bers 13 and 14. Front and rear guide rollers 63 and 64 are each mounted on a stub axle 65 secured to a block 66 interconnected~
between the carrying portions 56 of the side plates 54. Each of the guide rollers 63 and 64 is engageable with ~he guide,surfaces 19 of the carrier track members and h~s~a diameter corresponding to the increased spacing between these guide surfaces and corres-ponding substantially to the diameter of the wheels 60 and 61.
The dimensional increases in the transverse spacing be-tween the carriPr track members 13 and 14, the tread of the load carrying wheels 60 and 61, and the diameter of the guide rollers 63 and 64 result in improved lateral stabilit~ which is particu-larly advantageous in conveyor systems of th~ type shown in FIG. 2 ha~ing the platorm~1ike article carrying structure 3~ located above the carrier track 10.. The latera~ stability of the struc-ture 30 may be maintained solely by the engagement between the ~0 trolleys 22 and 24 and the carrier track supporting surfaces 15 and guide surfacPs 19. These dimensional increases, in the case of the driving trolley 22, also contribute to several other ad-vantages resul~ing primarily ~ro~ the construction of the driving member 46.
As shown in FIGS. 4 and 5, the stem portion 50 of the ¦ driving member 46 is movably mounted between th~ trolley body side plates 54 and between longitudinally spaced guides consist- .
ing of a roller bushing 67 on the front axle 58 and a guide por-tion 68 of a web 6~ which interconnects the side plates 54. The inner end 70 of the stem portion is connected to an arm 71 car-ried by a pivot pin 72 mouTIted between the side plates~ The driving member 46 of the trolley of FIGSr 4 and 5 is biased to ~ 3 I . -230 the operablc position by its weight, and the arm 71 serves pri-marily to define this position by engaging an abutment 73 on the trolley body.
The end portîon 48 of ~he driving member 46 is integral-ly formed with a driving dog 74 and an actuating cam 76, the driv-ing dog 74 having a driving face 75 engageable by a pusher 42 in ¦the operable position of the driving member and the actuating cam 76 extending from the driving dog in the forward direction 41. A
holdback dog 78 is also integrally formed with the driving member 46 in the construction shown and has a holdback face 79 engageable by a pusher 42 in the operable position of the driving member;
however, the holdback face projects outwardly less than the driv-ing face 75 and is of limited width, as shown in FIG. 5. Provided on the actuating cam 76 are a first accumulating cam surface 80 J a secondstopping cam surace 81, and a third anti-jam cam surface 82 .
The accumulating cam surface 80 is located at the for-ward end of the actuating cam 76 wllich projects within the web portions 16 of the carrier track members 13 and 14. As shown in FIGS. 2 and 6, each carrier is provided with a rearwardly extend-ing actuator 84 adapted to be engaged by the accumulatlng cam surface 80 of a following carrier for moving the driving member 46 of the following carrier to the non-operable position shown in full line in FIG. 6. Complementary retaining surfaces 85 of the accumulating cam 80-and 86 of the actuator 84 maintain the driv-ing member 46 in this position.
Each carrier is also provided with a forwardly project-ing bumper 87 and a rearwardly projecting bumper 88 located within the w~b portions 16 of the carrier track members 13 and 14. As illustrated in FI~. 6, the rearwardly projecting bumper 88 of one ¦
carrier is engageable by the forwardly projecting bumper 87 o a following carrier when the driving member 46 of ~he following W-230 carrier has been moved to the non-operable position in response to the engagement of the actuator 84 of the one carrier by the accumulating cam surface 76 of the following carrier. The retain-¦
ing surfaces 85 and 86 are so arranged that the driving member is in non-operable position prior to engagement of the bumpers 87 and 88.
FIGS, 2 and 6 illustrate the manner in which the actuat-or 84 and the bumpers 87 and 88 are installed on the mul~iple-trolley carrier 20. The forward bumper 87 is mounted on the body 52 of the driving trolley 22; while the actuator 84 and rearward bumper 88 are mounted on the body of the trailing trolley 26 (and optionall~ also on the body of th~ intermediate trolley 24, as shown in FI~ 2, if a maximu~ density accumulation zone is de-sired~. In a conveyor system having carriers each including only la single driving trolley, an actuator 84 and a rearward bumper 88 would be mounted on the body of each such driving trolley.
The second stopping cam surface ~1 of the actuating cam 76 is located between the firs~ accumulating cam surface 80 and the driving face 75 of the driving dog and extends to an abut-ment surface 90 formed on the driving member 46 forwardly of the driving dog.- In the operable position of the driving member shown in FIG. 4, the stopping cam sur~ace 81 is located ext~rnally of the carrier track 10 and functions in the manner sho~ in FIGS.
10-12. A stop member 91 (movable transversely of th~ carrier track 10 in the known manner2 is posltionable in the path of move-ment of the end portion 48 of the driving member 46, is engage-able by the stopping cam surfac~ 81 to move the driving member to non-operable position as shown in FIG~ 11, and is engageable by the abutment surface 90 as shown in FIGS. 10 and 12 to stop the carrier. When the holdback dog 78 is integrally formed with the driving member 46, that dog also becomes non-engageable by a ~ S~ 3 W-230 ~¦pusher member 42 when the driving member 46 is moved to non-oper-¦able position by the stop member 91~ The abutment surface 90 pro-jects to each side of the holdback face 79 to prevent interference of theholdback face with the stop member 91 when it is disengaged.
The third anti-jam cam surface 82 of ~he actuating cam 76 is located outwardly of the abutment surface 90 and extends ¦toward the driving face 75 of the driving dog. This anti-jam cam ¦surface 82 is adapted to move the driving member 46 toward non-loperable position in response to engagement between the anti-jam cam surface 82 and a pusher member 42 overtaken thereby, which ~engagement may occur, for example, at a transfer zone.
, The driving dog 74 of the driving member 46 is prefer-~ably provided with a pair of integral transversely extending wing portions 92 and 93. Each of these wing portions project to one side of the driving member and project from the ac~uating cam rearwardly and outwardly of the abutment surface 90. Each wing portion 92 and 93 is provided with a continuation of the driving face 75 and with a continuation o~ the anti-jam cam surfacP 82.
Each wing portion ~2 and 93 also projects to one side of the hold-2Q back dog 78. These ~ing portions coact with stop members 91 and ¦
with pushers 42 at a transfer zone.
Referring again to FIGS. 10 12, the stop member 91 is formed with an offset portion 94 which extends forwardly and to one side of the stopping surface 95 of the stop member. The for-ward extent of the offset portion 94 is such that as the driving member 46 is moved to non operable position in response to engage-¦
ment of the stop member 51 by the stoppin~ cam surface 81, the offset portion 94 is overlapped and is engageable by one of the wing portions 93 of the driving dog 74. Movement of the driving member 46 is thereby limited and engagement of the stopping sur-face 95 of the stop member 91 by the abutment surface 90 of the driving member 46 is insured.
The coaction between the wing portions 92 and 93 o the W-230 driving ~ember 46 and pushers 42 will be descr:ibed in connection with the conveyor system schernatically shown in FIG. 1. In this syste~, which is not intended to represent any particular system ¦ but to merely illustrate the manner in w-nich the present inven-¦ tion is used, the path of the carrier track 10 appears as a solid line. A carrier travelling around the system in a clockwise dir-ection and located on the vertical line at the left hand side of FIG~ 1, is propelled by a pusher mem~er 42-1 of a chain driven ¦ by a drive unit 96-1 and travelling in a path defined by a power ¦ track 12-1 represented in broken line. The relation between the carriPr ~rack 10 and the power ~rack 12-1 along this portion of the system is the normal one shown in FIGS, 2-5, the pusher and driving members being symmetrical to the vertical plane 34 throug~
¦ the longitudinal centerline of the carrier track 10 and the pushe~
¦ member being engageable with the driving and holdback faces 75 ¦ and 79 of the driving and holdback dogs 74 and 78 of the driving member 46.
As the carrier proceeds to the right on the upper hori-zontal track line of FIG. 1, it enters a transfer zone 98-1 to which it is propelled by a pusher member 42-1 (acting as a for-warding pusher member? and from which it is to be propelled by a pusher member 42-2 (acting as a receiving pusher) of another chai¦
independently driven by a drive unit 96-2 and travelling in a path defined by a power track 12-2~ The transfer zone 98-1 has an entrance end ~9, and an exit end 100~ At the entrance end 9~
there is an ofsetlOl in the forwarding power track 12-1 to one side of the vertical plane 34, and a convergence 102 of the re-ceiving power track 12-2 relative to the vertical plane 34. Be-tween the entrance end 99 and the exit end 100, the forwarding and receiving power tracks 12~1 and 12-2 have parellel portions which, as shown in FIG. 7, are offset to opposite sides of the ~ 33 W-230 vertical plane 34, ex~end parallel thereto, and preferably are ar~;anged in substan~ially syn~etrical relation therewith. These parallel power track portions position the forwarding and receiv-ing pusher members 42-l and 42-2 in a transversely spaced rela-tion at which a fon~arding pusher member 42 1 is engageable with one of the driving dog wing portions 93 and a receiving pusher member is engageable with tne other of the driving dog wing por-tions 92. At the e~it end 100, the forwarding power track 12-1 diverges from the receiving power track 12-2 which converges into the normal vertically aligned relatîon with the carrier track lO.
In~erference and jamming conditions between the driving member 46 of a carrier and the forwarding and receiving pusher members 42-1 and 42-2 are positively prevented by the following features:
1. The wing portions 92 and 93 of the driving dog 74 project to each side oE the holdback face 79 of the holdback dog and the forwarding and receiving push-ers 42~1 and 42-2 are non~engageable with the hold-back face 79 when positioned in transversely spaced relation by the parallel forwarding and receiving ~rack portions.
2. The side faces 103 of the pusher members 42-1 and 42-2 are each formed with a beveled surface 104 (FIG. 7), and a complementary beveled surface 105 i5 formed on the side face 106 of each wing por-- tion 92 and 93 of the driving dog. Lateral inter-¦ ~erence, which could take place between the driving dog 74 and a receiving pusher 1.2-2 at the converg-ence 102 of the receiving track relative to the vertical plane 34, is prevented by the engagement of the beveled suraces 104 and 105 which are adapted W 230 ¦ to move the driving member to non-operable position.
Positioning means relatively locates the driving dog and receiving pusher member vertieally so that any lateral engagement bel-ween ~hem is limited to the beveled surfaces 104 and 105. This positioning means, in the transfer zone construction of FIGS.
7 and 8, comprises a cam bar 107 which is suppor~ed sy~etrically to the vertical plane 34 by the power tracks 12-1 and 12-2, extends from the entrance end ¦ 99 to the exit end 100 of the transfer zone, is engageable by the driving dog 74, and moves the driving member 46 from the full line to the broken line position shown in FIG. 8~
3. The cam bar 107 also limits any overta~ing engage-ment between the driving dog and the forwarding and receiving pusher members 42-1 and 42-2 to the anti-¦ jam cam surface 82.
¦ As a result-of the foregoing features the drive units 96-1 and 96-2 do not require any synchroni~ation or interlock con-trols and can be operated at any desired spaced differential.
Should the driving member of a carrier, being propelled in the transfer zone 98-1 by a pusher member on either the forwarding power track 12-1 or the receiving power track 12-2, engage a slower moving pusher member on the other power track, the driving member 46 will simply disengage and will be re-engaged by the next pusher member until the carrier clears the exit end lQ0.
Should the driving member engage a stopped receiving pusher mem-ber, the same disengagement of the driving member 46 will vccur ¦ but the carrier will not clear the transfer zone until the receiv-30ing pusher members are again moving. Any following carriers will accumulate behind ~he stopped carrier. If desired, ~he transfer ~l~q.
~ 5~
W-230 zone can be made a part of the system where carrier.s are accumu lated by providing a stop member 91 at the exit side of, or even in the transfer zone ~8~1.
Referring again to FIG, 1, from the transfer zone 98~1 a carrier proceeds through a processing station 108 and to a second transfer zone 98-2. This zone is the same as the zone 98-1 except that a pusher member 42~2 acts as the forwarding push-er member and a pusher member 42-1 acts as the receiving one. The carrier is then advanced to a ~ransfer zone 10~-1 where a branch carrier track lO-l connects with the main carrier track lO through a switch 110. The power track 12-1 follows the branch carrier track 10-1 to a re-entry transfer zone 109-2, passes through a change in elevation at 111 and returns to the transfer zone 109-1 along the path 112 and eleva~ion change 114. The transfer zones 109-1 and 109-2 illustrate an arrangement frequently employed in power and free conveyor systems where all the pusher members in-~olved in a transfer are on the same chain, with one pusher mem- ¦
ber 42-1 acting as a forwarding pusher member and another pusher member 42-1 acting as a rece~ving pusher member.
FIG. 9 schematically illustrates an alternative posi-j tioning means to the cam bar 107 for relatively locating the driv-¦ ing dog and pusher members vertically at the transfer zone lO9-1 where a pusher member 42-lF is forwarding and a pusher member 42-lR is receiving~ Since these pusher members are on the same chain and are moving at the same speed, the only possible inter~
ference is the lateral interference that may occur at the converg-ence 115 of the receiving pusher at the entrance end of the trans-fer zone. Positioning is accomplished by arranging the structure supporting the power track of the receiving pusher 42-lR at an ~ elevation relative to the carrier track 10 such that lateral en-gagement betwe,en the driving dog wing portion 93 and a receiving -17~
1190503 -230 ~pusher ~ember 42-lR is limited to the engagement of the beveledsurfaces 104 and 105, at least in the region of the convergence 115. If such engagement should occur, the driving member 46 will be moved toward the non-operative position a distance sufficient to clear the receiving pusher 42-lR but not sufficient for the driving dog wing portion ~2 to disengage from the fo~arding push-¦
¦er member 42-lF.
The arrangement of FIG. 9 can be used at the re-entry transfer zone 109-2 except that here the convergence is ln, and the positioning means would be exmployed for, the power track ¦12-1, which does not support the receiving pusher members.
¦ Both of the forwarding and receiving power tracks may be supported to position their respective pusher members at the ve~tical elevation of-the pusher member 42-lR of FIG. 9 for the same results obtainable with the cam bar 107 of FIGS. 7 and 8.
Another preferred feature shown in FIGS. 7 and 9 is that the wing portions 9~ and ~3 are disposed within an operational area bounded by vertical planes through the transverse extremities of the carrier tr~ck members 13 and 14, and that the employment of parallel track members 32 and 33 for the power tracks enables the forwarding and receiving pusher members to be disposed within ~.hi5 area; thereby simplîfying the track supporting structure.
FIG. 13 illustrates a carrier driving trolley 122 of the ¦invention for an o~erhead power and ~ree conveyor system having the power track mounted above the carrier track 10. The trolley 122 is essentially the same as the driving trolley 22 except that a lever 116 is employed in place of the arm il and is provided with a counterweight portion 118 adapted to bias the driving mem-ber 46 to the operative position sho~n relative to a pusher mem-~ber 42 ~ -18-
W-230 FIG. 4 is an enlarged side elevation of the driving trolley of the load carrier of FIG~ 2;
FIG. 5 is an end elevation of the trolley of FIG. 4;
FIG. 6 is a side elevation showing an accumulated rela-tion between a trailing trolley of one carrier and a driving trol-ley of a following carrier;
FIG. 7 is a fragmentary sectiona~ elevation taken as indicated by the line 7-7 o~ FIG. l showing the relati.on between the driving trolley and forwarding and receiving pushers at one ¦type of transfer;
FIG. 8 is a fragmentary side elevation further illus-trating various relationships between the driving trolley and pushers in the transfer of FIG~ 7;
FIG. 9 is a fragmentary sectional elevation taken as indicated by the line 9-9 of FIG~ 1 showing the relation between I ~, the driving trolley and forwarding and receiving pushers at another type o~ transfer;
FI&. 10 is a fragmentary side elevation taken as indi-l cated by the arrow 10 of FIG. 1 showing the relation between the l driving trolley and a stop memberi FIG, 11 is a secti.onal elevation taken as indicated by the line 11-11 of FIG. 10;
FIG~ 12 is a plan view taken as indicated by the line 12-12 of FIG. ll; and FIG. 13 is a side elevation of a driving trolley of the inVention modified for use in a conveyor system of the invention in ~hich the carrier track is located below the po~er track~ .
FIGS, 2 and 3 illustrate a conveyor system of the in-vention in which a carrier track 10 is located above a power track 12. The carrier track 10 is formed by a pair of channel-section track members 13 and 14 ~FIG. 3) ? the lower flanges of which pro-~l~V503 W-~30 1 vide a pair of transversely spaced carrier supporting track sur-faces 15 each pro~ecting toward the other rom one of the verti-cal web portions 16 extending perpendicular to the track surfaces.
The upper flanges 18 of the track members 13 and 14 provide a pair of opposed guide surfaces 19~
A carrier 20 is supported on the carrier track 10 and will of course have a configuration suited for the article or articles being handled in a particular conveyor system. The re-presentative form of carrier shown in FIG. 2 consists of a lead-ing driving trolley 22 ? an intermediate load carrying trolley 24 and a traillng load carrying trolley 26. A tow b~r 27 is con-nected to the driving trolley 2~ and to the intennediate trolley 24 with universal type connections 28. Load carrying structure 30 is connected to each of the intermediate and trailing trolleys 24 and 26 by a vertîcal pivot pin 31~ ,, Other possible carrier configurations include a carrier having a driving trolley 22 and a trailing trolley 26 with load supporting structure connected to either or both of these trol-leys; and, a carrier having only a driving trolley 22 with load carrying structure connected thereto. Any carrier will include a dri~ing trolley 22, regardless of what other carrier components may be employed.
¦ The power track 12 is spaced vertically from the car-l rier track 10 and, as showTl in FIG. 3 consists of a pair of I channel-section track members 32 and 33 mounted in a transversPly spaced toe-to-toe relation which is normally symmetrical to a vertical plane 34 extending through the longitudinal centerline ¦ of the carrier track 10. Structural frames 36 support the car-rier and power tracks 10 and 12 at longitudinally spaced inter-vals as shown in FIG, 2. Each frame 36 consists of a pair of vertical channel section supports 37 for thP carrier track mem-~ 3 W-230 bers 13 and 14, a transverse angle section m~mber 38 joined to the supports 37 and to the power ~rack members 32 and 33, and a base member 39 which is secured to each of the other components of the frame 36 and may be mounted on any suitable foundation at any elevation desired~
Carrier propelling means 40 (FIG. 2) are mounted on the power track 12, are normally driven in a forward direction as indicated by the arrow 41, and include pusher members 42 project- ¦
ing toward the carrier track 10. In the particular construction shown, the pusher members 42 are formed on links 43 of an endless chain 44 connected to power trolleys 45 which travel on the power track 12. Other forms of propelling means conventionally employ-ed in power and free conveyor systerns can also be used.
Referring to FIGS. 2, 4 and 5, the driving trolley 2~
has a driving member 46 movable bet~een operable and non-operable positions with respect to a pusher member 42, and biased to the operable position shown in FIG. 2 and in solid line in FIG. 4.
The driving member 46 includes an end portion 48, which extends from the driving trolley 22 toward the power track 12, and a stem I portion 50 which is movably mounted within the driving trolley body 52 by suitable means to be described~
The trolley body 52 comprises a pair of transversely spaced, interconnected side plates 54 having wheel supporting portions 55 di.sposed within the carrier track 10 and carrying portions 56 disposed externally of the carrier track. Apertures 57 are provided in the portions 56 for connecting the tow bar 27 or load carrying structure to the trolley body. Front and rear axles 58 and 59 extend between the poxtions 56 with a pair of front and a pair of rear load carrying wheels 60 and 61 being mounted on the axles 58 and 59, respective~y. Spacers 52 (FIG, 5) position ~he wheels 6Q and 61 outwardly of ~he side 1~905(33 -230 pla~es 54. The tread dimension between each pair of wheels is considerably greater than normal practice for free ~rolleys of power and free conveyor systems, and requires a corresponding in-crease in the transverse spacing between the carrier track mem-bers 13 and 14. Front and rear guide rollers 63 and 64 are each mounted on a stub axle 65 secured to a block 66 interconnected~
between the carrying portions 56 of the side plates 54. Each of the guide rollers 63 and 64 is engageable with ~he guide,surfaces 19 of the carrier track members and h~s~a diameter corresponding to the increased spacing between these guide surfaces and corres-ponding substantially to the diameter of the wheels 60 and 61.
The dimensional increases in the transverse spacing be-tween the carriPr track members 13 and 14, the tread of the load carrying wheels 60 and 61, and the diameter of the guide rollers 63 and 64 result in improved lateral stabilit~ which is particu-larly advantageous in conveyor systems of th~ type shown in FIG. 2 ha~ing the platorm~1ike article carrying structure 3~ located above the carrier track 10.. The latera~ stability of the struc-ture 30 may be maintained solely by the engagement between the ~0 trolleys 22 and 24 and the carrier track supporting surfaces 15 and guide surfacPs 19. These dimensional increases, in the case of the driving trolley 22, also contribute to several other ad-vantages resul~ing primarily ~ro~ the construction of the driving member 46.
As shown in FIGS. 4 and 5, the stem portion 50 of the ¦ driving member 46 is movably mounted between th~ trolley body side plates 54 and between longitudinally spaced guides consist- .
ing of a roller bushing 67 on the front axle 58 and a guide por-tion 68 of a web 6~ which interconnects the side plates 54. The inner end 70 of the stem portion is connected to an arm 71 car-ried by a pivot pin 72 mouTIted between the side plates~ The driving member 46 of the trolley of FIGSr 4 and 5 is biased to ~ 3 I . -230 the operablc position by its weight, and the arm 71 serves pri-marily to define this position by engaging an abutment 73 on the trolley body.
The end portîon 48 of ~he driving member 46 is integral-ly formed with a driving dog 74 and an actuating cam 76, the driv-ing dog 74 having a driving face 75 engageable by a pusher 42 in ¦the operable position of the driving member and the actuating cam 76 extending from the driving dog in the forward direction 41. A
holdback dog 78 is also integrally formed with the driving member 46 in the construction shown and has a holdback face 79 engageable by a pusher 42 in the operable position of the driving member;
however, the holdback face projects outwardly less than the driv-ing face 75 and is of limited width, as shown in FIG. 5. Provided on the actuating cam 76 are a first accumulating cam surface 80 J a secondstopping cam surace 81, and a third anti-jam cam surface 82 .
The accumulating cam surface 80 is located at the for-ward end of the actuating cam 76 wllich projects within the web portions 16 of the carrier track members 13 and 14. As shown in FIGS. 2 and 6, each carrier is provided with a rearwardly extend-ing actuator 84 adapted to be engaged by the accumulatlng cam surface 80 of a following carrier for moving the driving member 46 of the following carrier to the non-operable position shown in full line in FIG. 6. Complementary retaining surfaces 85 of the accumulating cam 80-and 86 of the actuator 84 maintain the driv-ing member 46 in this position.
Each carrier is also provided with a forwardly project-ing bumper 87 and a rearwardly projecting bumper 88 located within the w~b portions 16 of the carrier track members 13 and 14. As illustrated in FI~. 6, the rearwardly projecting bumper 88 of one ¦
carrier is engageable by the forwardly projecting bumper 87 o a following carrier when the driving member 46 of ~he following W-230 carrier has been moved to the non-operable position in response to the engagement of the actuator 84 of the one carrier by the accumulating cam surface 76 of the following carrier. The retain-¦
ing surfaces 85 and 86 are so arranged that the driving member is in non-operable position prior to engagement of the bumpers 87 and 88.
FIGS, 2 and 6 illustrate the manner in which the actuat-or 84 and the bumpers 87 and 88 are installed on the mul~iple-trolley carrier 20. The forward bumper 87 is mounted on the body 52 of the driving trolley 22; while the actuator 84 and rearward bumper 88 are mounted on the body of the trailing trolley 26 (and optionall~ also on the body of th~ intermediate trolley 24, as shown in FI~ 2, if a maximu~ density accumulation zone is de-sired~. In a conveyor system having carriers each including only la single driving trolley, an actuator 84 and a rearward bumper 88 would be mounted on the body of each such driving trolley.
The second stopping cam surface ~1 of the actuating cam 76 is located between the firs~ accumulating cam surface 80 and the driving face 75 of the driving dog and extends to an abut-ment surface 90 formed on the driving member 46 forwardly of the driving dog.- In the operable position of the driving member shown in FIG. 4, the stopping cam sur~ace 81 is located ext~rnally of the carrier track 10 and functions in the manner sho~ in FIGS.
10-12. A stop member 91 (movable transversely of th~ carrier track 10 in the known manner2 is posltionable in the path of move-ment of the end portion 48 of the driving member 46, is engage-able by the stopping cam surfac~ 81 to move the driving member to non-operable position as shown in FIG~ 11, and is engageable by the abutment surface 90 as shown in FIGS. 10 and 12 to stop the carrier. When the holdback dog 78 is integrally formed with the driving member 46, that dog also becomes non-engageable by a ~ S~ 3 W-230 ~¦pusher member 42 when the driving member 46 is moved to non-oper-¦able position by the stop member 91~ The abutment surface 90 pro-jects to each side of the holdback face 79 to prevent interference of theholdback face with the stop member 91 when it is disengaged.
The third anti-jam cam surface 82 of ~he actuating cam 76 is located outwardly of the abutment surface 90 and extends ¦toward the driving face 75 of the driving dog. This anti-jam cam ¦surface 82 is adapted to move the driving member 46 toward non-loperable position in response to engagement between the anti-jam cam surface 82 and a pusher member 42 overtaken thereby, which ~engagement may occur, for example, at a transfer zone.
, The driving dog 74 of the driving member 46 is prefer-~ably provided with a pair of integral transversely extending wing portions 92 and 93. Each of these wing portions project to one side of the driving member and project from the ac~uating cam rearwardly and outwardly of the abutment surface 90. Each wing portion 92 and 93 is provided with a continuation of the driving face 75 and with a continuation o~ the anti-jam cam surfacP 82.
Each wing portion ~2 and 93 also projects to one side of the hold-2Q back dog 78. These ~ing portions coact with stop members 91 and ¦
with pushers 42 at a transfer zone.
Referring again to FIGS. 10 12, the stop member 91 is formed with an offset portion 94 which extends forwardly and to one side of the stopping surface 95 of the stop member. The for-ward extent of the offset portion 94 is such that as the driving member 46 is moved to non operable position in response to engage-¦
ment of the stop member 51 by the stoppin~ cam surface 81, the offset portion 94 is overlapped and is engageable by one of the wing portions 93 of the driving dog 74. Movement of the driving member 46 is thereby limited and engagement of the stopping sur-face 95 of the stop member 91 by the abutment surface 90 of the driving member 46 is insured.
The coaction between the wing portions 92 and 93 o the W-230 driving ~ember 46 and pushers 42 will be descr:ibed in connection with the conveyor system schernatically shown in FIG. 1. In this syste~, which is not intended to represent any particular system ¦ but to merely illustrate the manner in w-nich the present inven-¦ tion is used, the path of the carrier track 10 appears as a solid line. A carrier travelling around the system in a clockwise dir-ection and located on the vertical line at the left hand side of FIG~ 1, is propelled by a pusher mem~er 42-1 of a chain driven ¦ by a drive unit 96-1 and travelling in a path defined by a power ¦ track 12-1 represented in broken line. The relation between the carriPr ~rack 10 and the power ~rack 12-1 along this portion of the system is the normal one shown in FIGS, 2-5, the pusher and driving members being symmetrical to the vertical plane 34 throug~
¦ the longitudinal centerline of the carrier track 10 and the pushe~
¦ member being engageable with the driving and holdback faces 75 ¦ and 79 of the driving and holdback dogs 74 and 78 of the driving member 46.
As the carrier proceeds to the right on the upper hori-zontal track line of FIG. 1, it enters a transfer zone 98-1 to which it is propelled by a pusher member 42-1 (acting as a for-warding pusher member? and from which it is to be propelled by a pusher member 42-2 (acting as a receiving pusher) of another chai¦
independently driven by a drive unit 96-2 and travelling in a path defined by a power track 12-2~ The transfer zone 98-1 has an entrance end ~9, and an exit end 100~ At the entrance end 9~
there is an ofsetlOl in the forwarding power track 12-1 to one side of the vertical plane 34, and a convergence 102 of the re-ceiving power track 12-2 relative to the vertical plane 34. Be-tween the entrance end 99 and the exit end 100, the forwarding and receiving power tracks 12~1 and 12-2 have parellel portions which, as shown in FIG. 7, are offset to opposite sides of the ~ 33 W-230 vertical plane 34, ex~end parallel thereto, and preferably are ar~;anged in substan~ially syn~etrical relation therewith. These parallel power track portions position the forwarding and receiv-ing pusher members 42-l and 42-2 in a transversely spaced rela-tion at which a fon~arding pusher member 42 1 is engageable with one of the driving dog wing portions 93 and a receiving pusher member is engageable with tne other of the driving dog wing por-tions 92. At the e~it end 100, the forwarding power track 12-1 diverges from the receiving power track 12-2 which converges into the normal vertically aligned relatîon with the carrier track lO.
In~erference and jamming conditions between the driving member 46 of a carrier and the forwarding and receiving pusher members 42-1 and 42-2 are positively prevented by the following features:
1. The wing portions 92 and 93 of the driving dog 74 project to each side oE the holdback face 79 of the holdback dog and the forwarding and receiving push-ers 42~1 and 42-2 are non~engageable with the hold-back face 79 when positioned in transversely spaced relation by the parallel forwarding and receiving ~rack portions.
2. The side faces 103 of the pusher members 42-1 and 42-2 are each formed with a beveled surface 104 (FIG. 7), and a complementary beveled surface 105 i5 formed on the side face 106 of each wing por-- tion 92 and 93 of the driving dog. Lateral inter-¦ ~erence, which could take place between the driving dog 74 and a receiving pusher 1.2-2 at the converg-ence 102 of the receiving track relative to the vertical plane 34, is prevented by the engagement of the beveled suraces 104 and 105 which are adapted W 230 ¦ to move the driving member to non-operable position.
Positioning means relatively locates the driving dog and receiving pusher member vertieally so that any lateral engagement bel-ween ~hem is limited to the beveled surfaces 104 and 105. This positioning means, in the transfer zone construction of FIGS.
7 and 8, comprises a cam bar 107 which is suppor~ed sy~etrically to the vertical plane 34 by the power tracks 12-1 and 12-2, extends from the entrance end ¦ 99 to the exit end 100 of the transfer zone, is engageable by the driving dog 74, and moves the driving member 46 from the full line to the broken line position shown in FIG. 8~
3. The cam bar 107 also limits any overta~ing engage-ment between the driving dog and the forwarding and receiving pusher members 42-1 and 42-2 to the anti-¦ jam cam surface 82.
¦ As a result-of the foregoing features the drive units 96-1 and 96-2 do not require any synchroni~ation or interlock con-trols and can be operated at any desired spaced differential.
Should the driving member of a carrier, being propelled in the transfer zone 98-1 by a pusher member on either the forwarding power track 12-1 or the receiving power track 12-2, engage a slower moving pusher member on the other power track, the driving member 46 will simply disengage and will be re-engaged by the next pusher member until the carrier clears the exit end lQ0.
Should the driving member engage a stopped receiving pusher mem-ber, the same disengagement of the driving member 46 will vccur ¦ but the carrier will not clear the transfer zone until the receiv-30ing pusher members are again moving. Any following carriers will accumulate behind ~he stopped carrier. If desired, ~he transfer ~l~q.
~ 5~
W-230 zone can be made a part of the system where carrier.s are accumu lated by providing a stop member 91 at the exit side of, or even in the transfer zone ~8~1.
Referring again to FIG, 1, from the transfer zone 98~1 a carrier proceeds through a processing station 108 and to a second transfer zone 98-2. This zone is the same as the zone 98-1 except that a pusher member 42~2 acts as the forwarding push-er member and a pusher member 42-1 acts as the receiving one. The carrier is then advanced to a ~ransfer zone 10~-1 where a branch carrier track lO-l connects with the main carrier track lO through a switch 110. The power track 12-1 follows the branch carrier track 10-1 to a re-entry transfer zone 109-2, passes through a change in elevation at 111 and returns to the transfer zone 109-1 along the path 112 and eleva~ion change 114. The transfer zones 109-1 and 109-2 illustrate an arrangement frequently employed in power and free conveyor systems where all the pusher members in-~olved in a transfer are on the same chain, with one pusher mem- ¦
ber 42-1 acting as a forwarding pusher member and another pusher member 42-1 acting as a rece~ving pusher member.
FIG. 9 schematically illustrates an alternative posi-j tioning means to the cam bar 107 for relatively locating the driv-¦ ing dog and pusher members vertically at the transfer zone lO9-1 where a pusher member 42-lF is forwarding and a pusher member 42-lR is receiving~ Since these pusher members are on the same chain and are moving at the same speed, the only possible inter~
ference is the lateral interference that may occur at the converg-ence 115 of the receiving pusher at the entrance end of the trans-fer zone. Positioning is accomplished by arranging the structure supporting the power track of the receiving pusher 42-lR at an ~ elevation relative to the carrier track 10 such that lateral en-gagement betwe,en the driving dog wing portion 93 and a receiving -17~
1190503 -230 ~pusher ~ember 42-lR is limited to the engagement of the beveledsurfaces 104 and 105, at least in the region of the convergence 115. If such engagement should occur, the driving member 46 will be moved toward the non-operative position a distance sufficient to clear the receiving pusher 42-lR but not sufficient for the driving dog wing portion ~2 to disengage from the fo~arding push-¦
¦er member 42-lF.
The arrangement of FIG. 9 can be used at the re-entry transfer zone 109-2 except that here the convergence is ln, and the positioning means would be exmployed for, the power track ¦12-1, which does not support the receiving pusher members.
¦ Both of the forwarding and receiving power tracks may be supported to position their respective pusher members at the ve~tical elevation of-the pusher member 42-lR of FIG. 9 for the same results obtainable with the cam bar 107 of FIGS. 7 and 8.
Another preferred feature shown in FIGS. 7 and 9 is that the wing portions 9~ and ~3 are disposed within an operational area bounded by vertical planes through the transverse extremities of the carrier tr~ck members 13 and 14, and that the employment of parallel track members 32 and 33 for the power tracks enables the forwarding and receiving pusher members to be disposed within ~.hi5 area; thereby simplîfying the track supporting structure.
FIG. 13 illustrates a carrier driving trolley 122 of the ¦invention for an o~erhead power and ~ree conveyor system having the power track mounted above the carrier track 10. The trolley 122 is essentially the same as the driving trolley 22 except that a lever 116 is employed in place of the arm il and is provided with a counterweight portion 118 adapted to bias the driving mem-ber 46 to the operative position sho~n relative to a pusher mem-~ber 42 ~ -18-
Claims (50)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a conveyor system having a carrier track; car-riers each including a driving trolley supported on the carrier track; at least one driven pusher conveyor comprising a power track spaced vertically from the carrier track, carrier propelling means mounted on the power track and having pusher members pro-jecting toward the carrier track; the driving trolley having a driving member movable between operable and non-operable positions with respect to a pusher member and biased to the operable posi-tion; and a transfer zone to which a carrier is propelled by a forwarding pusher member and from which a carrier is propelled by a receiving pusher member; the improvement wherein:
the driving member is formed with a driving dog having a driving face normally engageable by a pusher mem-ber in the operable position of the driving member;
the driving dog is provided with a pair of transversely extending wing portions each projecting to one side of the driving member and each having a continua-tion of the driving face;
the transfer zone has an entrance end, an exit end and includes a forwarding power track defining the path of travel of a forwarding pusher member and a re-ceiving power track defining the path of travel of a receiving pusher member;
said forwarding and receiving power tracks between said entrance and exit ends have parallel portions off-set to opposite sides of a vertical plane through the longitudinal centerline of the carrier track and extending parallel to said plane, said parallel power track portions positioning the forwarding and receiving pusher members in transversely spaced re-lation, a forwarding pusher member being engageable with one of the driving dog wing portions and a re-ceiving pusher member being engageable with the other of the driving dog wing portions;
each wing portion of the driving dog is provided with an anti-jam cam surface located forwardly of said driving face and adapted to move the driving dog to a non-operable position in response to overtaking engagement between said anti-jam cam surface and one of the forwarding and receiving pusher members;
and, at the exit end of the transfer zone one of the forward-ing and receiving power tracks diverges from the other.
the driving member is formed with a driving dog having a driving face normally engageable by a pusher mem-ber in the operable position of the driving member;
the driving dog is provided with a pair of transversely extending wing portions each projecting to one side of the driving member and each having a continua-tion of the driving face;
the transfer zone has an entrance end, an exit end and includes a forwarding power track defining the path of travel of a forwarding pusher member and a re-ceiving power track defining the path of travel of a receiving pusher member;
said forwarding and receiving power tracks between said entrance and exit ends have parallel portions off-set to opposite sides of a vertical plane through the longitudinal centerline of the carrier track and extending parallel to said plane, said parallel power track portions positioning the forwarding and receiving pusher members in transversely spaced re-lation, a forwarding pusher member being engageable with one of the driving dog wing portions and a re-ceiving pusher member being engageable with the other of the driving dog wing portions;
each wing portion of the driving dog is provided with an anti-jam cam surface located forwardly of said driving face and adapted to move the driving dog to a non-operable position in response to overtaking engagement between said anti-jam cam surface and one of the forwarding and receiving pusher members;
and, at the exit end of the transfer zone one of the forward-ing and receiving power tracks diverges from the other.
2. A conveyor system according to claim 1 wherein the driving trolley includes a holdback dog having a holdback face normally engageable by a pusher member, said wing portions of the driving dog projecting to each side of the holdback face, and said parallel power track portions are arranged relative to said vertical plane so that the holdback face is non-engageable by at least one of the forwarding and receiving pusher members when po-sitioned in said transversely spaced relation.
3. A conveyor system according to claim 1 or 2 wherein said parallel portions of the forwarding and receiving power tracks are arranged in substantially symmetrical relation to the vertical plane through the longitudinal centerline of the carrier track.
4. A conveyor system according to claim 1 or 2 wherein at the entrance end of the transfer zone there is a convergence of one of the power tracks relative to the vertical plane through the longitudinal centerline of the carrier track; and, means for preventing at said convergence lateral interference between the elements consisting of the driving dog and at least one of the forwarding and receiving pusher members comprising a beveled side surface on at least one of said ele-ments adapted to move the driving dog to a non-operable position in response to the engagement of said beveled surface by the other of said elements.
5. A conveyor system according to claim 1 or 2 wherein at the entrance end of the transfer zone there is a convergence of one of the power tracks relative to the vertical plane through the longitudinal centerline of the carrier track; and, means for preventing at said convergence lateral interference between the elements consisting of the driving dog and at least one of the forwarding and receiving pusher members comprising a beveled side surface on at least one of said ele-ments adapted to move the driving dog to a non-operable position in response to the engagement of said beveled surface by the other of said elements, and positioning means for relatively locating said elements vertically whereby lateral engagement therebetween is limited to the engagement of said beveled surface by the other of said elements.
6. A conveyor system according to claim 5 wherein said positioning means comprises a cam bar engageable by the driving dog, said cam bar being mounted substantially symmetrically to said vertical plane and extending longitudinally at least through said convergence.
7. A conveyor system according to claim 6 wherein the cam bar extends substantially the length of said parallel power track portions and is adapted to limit the overtaking engagement between the driving dog and one of the forwarding and receiving pusher members to the engagement of such pusher member with said anti-jam cam surface of the driving dog.
8. A conveyor system according to claim 5 wherein said positioning means comprises structure supporting the converging power track at an elevation relative to the carrier track such that lateral engagement between said elements is limited to the engagement of said beveled surface by the other of said elements.
9. A conveyor system according to claim 1 or 2 wherein each carrier includes a rearwardly projecting actuator and the driving dog of each driving trolley is operably associated with accumulation means for disengaging the driving dog from a pusher in response to contact between the accumulation means and the actuator of a preceding carrier, said accumulation means being operable to move the driving dog to non-operable position with respect to both forwarding and receiving pusher members at a transfer zone.
10. A conveyor system according to claim 1 or 2 wherein each carrier includes a rearwardly projecting actuator and the driving dog of each driving trolley is operably associated with accumulation means for disengaging the driving dog from a pusher in response to contact between the accumulation means and the actuator of a preceding carrier, said accumulation means being operable to move the driving dog to non-operable position with respect to both forwarding and receiving pusher members at a transfer zone, and comprising an actuating cam integrally formed with the driving member, the actuating cam having an accumulating cam surface located forwardly of the driving dog and engageable with said actuator.
11. A conveyor system according to claim 10 wherein the carrier track includes a pair of vertical web portions transverse-ly spaced to either side of the driving trolley, and each carrier is provided with forwardly and rearwardly projecting bumpers positioned between said web portions of the carrier track.
12. A conveyor system according to claim 11 wherein said accumulating cam surface and said actuator are positioned between said web portions of the carrier track.
13. A conveyor system according to claim 12 wherein said actuating cam is provided with a stopping cam surface and an abutment located between said accumulating cam and said anti-jam cam surfaces; and a stop member, positionable in the path of move-ment of the driving member, is engageable by the stopping cam surface to move the driving member to non-operable position and is engageable by the abutment to stop the carrier.
14. In a conveyor system having a carrier track, car-riers each including a driving trolley supported on the carrier track, a power track, carrier propelling means mounted on the power track and normally driven in a forward direction, the car-rier propelling means including pusher members projecting toward the carrier track, the driving trolley having a driving member movable between operable and non-operable positions with respect to a pusher member and biased to the operable position, the im-provement wherein:
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face engageable by a pusher in the operable position of the driving member, and the actuating cam extending from the driving dog in the forward direction;
a first accumulating cam surface is provided on the actuating cam, and each carrier is provided with a rearwardly extending actuator adapted to be engaged by the accumulating cam surface of a following car-rier for moving the driving member of such following carrier to the non-operable position;
a second stopping cam surface is provided on the actuat-ing cam, said stopping cam surface being located between the first accumulating cam surface and the driving face of the driving dog and extending to an abutment surface formed on the driving member for-wardly of the driving face of the driving dog; and a stop member, positionable in the path of movement of the end portion of the driving member, is engage-able by the second stopping cam surface to move the driving member to non-operable position, and is engageable by the abutment surface to stop the carrier.
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face engageable by a pusher in the operable position of the driving member, and the actuating cam extending from the driving dog in the forward direction;
a first accumulating cam surface is provided on the actuating cam, and each carrier is provided with a rearwardly extending actuator adapted to be engaged by the accumulating cam surface of a following car-rier for moving the driving member of such following carrier to the non-operable position;
a second stopping cam surface is provided on the actuat-ing cam, said stopping cam surface being located between the first accumulating cam surface and the driving face of the driving dog and extending to an abutment surface formed on the driving member for-wardly of the driving face of the driving dog; and a stop member, positionable in the path of movement of the end portion of the driving member, is engage-able by the second stopping cam surface to move the driving member to non-operable position, and is engageable by the abutment surface to stop the carrier.
15. A conveyor system according to claim 14 wherein a holdback dog is integrally formed with the driving member and has a holdback face engageable by a pusher in the operable position of the driving member, the holdback dog being non-engageable by a pusher when the driving member is moved to the non-operable position.
16. A conveyor system according to claim 14 wherein the driving dog of the driving member includes a wing portion which projects transversely from the actuating cam rearwardly and outwardly of the abutment surface, and means engageable by said wing portion of the driving dog to limit movement of the driving member to non-operable position in response to engagement of the stop member by the stopping cam surface.
17. A conveyor system according to claim 16 wherein the stop member has a stopping surface engageable by the abutment sur-face, and said means engageable by said wing portion of the driv-ing dog comprises an offset portion of the stop member, said off-set portion extending forwardly and to one side of the stopping surface and being overlappingly engageable by said wing portion in response to engagement of the stop member by the stopping cam surface.
18. A conveyor system according to claim 14 wherein the actuating cam is provided with a third anti-jam cam surface located outwardly of the abutment surface and extending toward the driving face, said anti-jam cam surface being adapted to move the driving member toward non-operable position in response to engagement between said anti-jam cam surface and a pusher member overtaken thereby.
I
I
19. A conveyor system according to claim 18 wherein the driving dog of the driving member includes a pair of wing por-tions each projecting transversely to one side of the actuating cam, and the driving face of the driving dog is provided on each of said pair of wing portions, the transverse extent of the wing portions being such that the driving face of the driving dog is engageable by a pusher member of each of a pair of carrier pro-pelling means mounted on a pair of power tracks arranged in side-by-side relation.
20. A conveyor system according to claim 19 wherein said anti-jam cam surface is provided on each of said pair of wing portions.
21. A conveyor system according to claim 14 wherein the actuating cam is provided with a third anti-jam cam surface located outwardly of the abutment surface and extending toward the driving face, said anti-jam cam surface being adapted to move the driving member toward non-operable position in response to engagement between said anti-jam cam surface and a pusher member overtaken thereby.
22. A conveyor system according to claim 21 wherein the driving dog of the driving member includes a pair of wing por-tions each projecting transversely to one side of the actuating cam, and the driving face of the driving dog is provided on each of said pair of wing portions, the transverse extent of the wing portions being such that the driving face of the driving dog is engageable by a pusher member of each of a pair of carrier pro-pelling means mounted on a pair of power tracks arranged in side-by-side relation.
23. A conveyor system according to claim 22 wherein said anti-jam cam surface is provided on each of said pair of wing portions.
24. A conveyor system according to claim 22 or 23 wherein the carrier is provided with a holdback dog having a hold-back face engageable by a pusher, and each of the pair of wing portions of the driving dog projects transversely to one side of the holdback dog whereby a pusher member engaging the driving face on either of the pair of wing portions is non-engageable by the holdback face of the holdback dog.
25. A conveyor system according to claim 22 or 23 wherein the holdback dog is integrally formed with the driving member.
26. A conveyor system according to claim 21 wherein a holdback dog is integrally formed with the driving member and has a holdback face engageable by a pusher in the operable position of the driving member, the holdback dog being non-engageable by a pusher when the driving member is moved to the non operable position, and the abutment surface projects transversely to each side of the holdback face to prevent interference of the stop member with the holdback face.
27. A conveyor system according to claim 14, 15 or 22 wherein the carrier track comprises a pair of transversely spaced carrier supporting track surfaces each projecting toward the other from one of a pair of transversely spaced web portions extending perpendicular to the track surfaces, and the accumulat-ing cam surface of the actuating cam and the actuator are located within the web portions of the carrier track.
28. A conveyor system according to claim 14, 15 or 22 wherein the carrier track comprises a pair of transversely spaced carrier supporting track surfaces each projecting toward the other from one of a pair of transversely spaced web portions extending perpendicular to the track surfaces, and each carrier is provided with forwardly and rearwardly projecting bumpers located within the web portions of the carrier track, the rearwardly pro-jecting bumper of one carrier being engageable by the forwardly projecting bumper of a following carrier when the driving member of such following carrier has been moved to the non-operable position in response to the engagement of the actuator of the one carrier by the accumulating cam surface of the following carrier.
29. A conveyor system according to claim 14, 15 or 22 wherein the carrier track comprises a pair of transversely spaced carrier supporting track surfaces each projecting toward the other from one of a pair of transversely spaced web portions extending perpendicular to the track surfaces, and each carrier is provided with forwardly and rearwardly projecting bumpers located within the web portions of the carrier track, the rearwardly pro-jecting bumper of one carrier being engageable by the forwardly projecting bumper of a following carrier when the driving member of such following carrier has been moved to the non-operable position in response to the engagement of the actuator of the one carrier by the accumulating cam surface of the following carrier, the accumulating cam surface and the actuator being located within the web portions of the carrier track.
30. A driving trolley adapted to be mounted on a car-rier track of a power and free conveyor system for forward pro-pulsion by a pusher member operably associated with propelling means of a power track of said system, the driving trolley includ-ing a body, pairs of front and rear transversely spaced support-ing wheels carried by the body, a driving member, and means mounting the driving member on the body for movement relative thereto between an extended operable position and a retracted non-operable position, wherein:
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face, the actuating cam extending from the driving dog forwardly between the front supporting wheels and having a portion projecting forwardly of the trolley body;
a first accumulating cam surface is provided on the for-wardly projecting portion of the actuating cam;
and a second stopping cam surface and an abutment are pro-vided on the actuating cam, the abutment being located forwardly of the driving face and extending generally parallel thereto, and the second stopping cam surface being located between the abutment and the first accumulating cam surface, said first and second cam surfaces being inclined forwardly and toward a plane tangent to the peripheries of the pairs of supporting wheels.
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face, the actuating cam extending from the driving dog forwardly between the front supporting wheels and having a portion projecting forwardly of the trolley body;
a first accumulating cam surface is provided on the for-wardly projecting portion of the actuating cam;
and a second stopping cam surface and an abutment are pro-vided on the actuating cam, the abutment being located forwardly of the driving face and extending generally parallel thereto, and the second stopping cam surface being located between the abutment and the first accumulating cam surface, said first and second cam surfaces being inclined forwardly and toward a plane tangent to the peripheries of the pairs of supporting wheels.
31. A driving trolley according to claim 30 wherein the actuating cam is provided with a third anti-jam cam surface, said anti-jam cam surface being located between the abutment and the driving face and having an inclination corresponding to that of said first and second cam surfaces.
32. A driving trolley according to claim 31 wherein the driving dog includes a pair of integral wing portions each pro-jecting to one side of the driving member and each being provided with a continuation of the driving face and with a continuation of said anti-jam cam surface, each wing portion being located out-wardly of the trolley body relative to the abutment, and the driv-ing face of each wing portion being adapted to be engaged by one of a pair of pusher members associated with propelling means of a pair of power tracks arranged in side-by-side relation.
33. A driving trolley according to claim 32 wherein each wing portion is formed with a side edge having a bevelled surface inclined toward said plane tangent to the peripheries of the pairs of supporting wheels.
34. A driving trolley according to claim 30, 31 or 33 wherein a holdback dog is integrally formed on said driving member
35. A driving trolley according to claim 30, 31 or 33 wherein the trolley body is provided with a forwardly projecting bumper located between a pair of parallel planes tangent to the peripheries of said pairs of supporting wheels.
36. A driving trolley according to claim 30, 31 or 33 wherein a holdback dog is integrally formed on said driving member and the trolley body is provided with a forwardly projecting bumper located between a pair of parallel planes tangent to the peripheries of said pairs of supporting wheels.
37. A driving trolley according to claim 30, 31 or 33 wherein a holdback dog is integrally formed on said driving member, the trolley body is provided with a forwardly projecting bumper located between a pair of parallel planes tangent to the periph-eries of said pairs of supporting wheels, and said accumulating cam surface is located between said pairs of parallel planes.
38. A driving trolley adapted to be mounted on a carrier track of a power and free conveyor system for propulsion by a pusher member operably associated with propelling means of a power track of said system, the driving trolley including a body, pairs of front and rear transversely spaced supporting wheels carried by the body, a driving member, and means mounting the driving member on the body for movemnt relative thereto between an extended operable position and a retracted non-operable posi-tion, wherein:
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face, the actuating cam extending forwardly from the driving dog and having a portion projecting forwardly of the trolley body;
an accumulating cam surface is provided on the forwardly projecting portion of the actuating cam;
the driving dog includes a pair of integral wing por-tions each projecting to one side of the driving member and each being provided with a continuation of the driving face and with an anti-jam cam sur-face:
said accumulating and anti-jam cam surface being inclin-ed toward a plane tangent to the peripheries of the pairs of supporting wheels; and the driving face of each wing portion being adapted to be engaged by one of a pair of pusher members as-sociated with propelling means of a pair of power tracks arranged in side-by-side relation.
the driving member is integrally formed with a driving dog and an actuating cam, the driving dog having a driving face, the actuating cam extending forwardly from the driving dog and having a portion projecting forwardly of the trolley body;
an accumulating cam surface is provided on the forwardly projecting portion of the actuating cam;
the driving dog includes a pair of integral wing por-tions each projecting to one side of the driving member and each being provided with a continuation of the driving face and with an anti-jam cam sur-face:
said accumulating and anti-jam cam surface being inclin-ed toward a plane tangent to the peripheries of the pairs of supporting wheels; and the driving face of each wing portion being adapted to be engaged by one of a pair of pusher members as-sociated with propelling means of a pair of power tracks arranged in side-by-side relation.
39. A driving trolley according to claim 38 wherein each wing portion is formed with a side edge having a bevelled surface inclined toward said plane tangent to the peripheries of the pairs of supporting wheels.
40. A driving trolley according to claim 38 or 39 wherein a holdback dog having a holdback face is integrally form-ed on the driving member, the driving face of each wing portion projecting to one side of the holdback face and being adapted to be engaged by a pusher member which is in non-engageable relation with the holdback face.
41. A driving trolley according to claim 38 wherein the trolley body is provided with a forwardly porjecting bumper locat-ed between a pair of parallel planes tangent to the peripheries of said pairs of supporting wheels
42. A driving trolley according to claim 41 wherein said accumulating cam surface is located between said pair of parallel planes.
43. A driving trolley according to claim 38 wherein a stopping cam surface and an abutment are provided on the actuat-ing cam, the abutment being located forwardly of the driving face and inwardly of said wing portions relative to the trolley body, the stopping cam surface being located between the abutment and the accumulating cam surface, and the stopping cam surface having an inclination corresponding to that of said accumulating and anti-jam cam surfaces.
44. A driving trolley according to claim 43 wherein a holdback dog is integrally formed on the driving member.
45. A driving trolley according to claim 43 wherein the trolley body is provided with a forwardly projecting bumper lo-cated between a pair of parallel planes tangent to the peripheries of said pairs of supporting wheels.
46. A driving trolley according to claim 43 wherein a holdback dog having a holdback face is integrally formed on the driving member, and the abument projects to each side of the holdback face.
47. A driving trolley according to claim 38 or 39 wherein the driving member is biased by its weight to the extend-ed operable position.
48. A driving trolley according to claim 33 or 39 wherein a lever is pivotally connected to the trolley body and to the driving member, the lever having a counterweight portion adapted to bias the driving member to the extended operable posi-tion.
49. In a conveyor system having a carrier track formed by a pair of parallel, transversely spaced carrier track members;
carriers each including a driving trolley supported on the car-rier track; at least one driven pusher conveyor comprising a power track spaced vertically from the carrier track, carrier propelling means mounted on the power track and having pusher members pro-jecting toward the carrier track; the driving trolley having a driving member movable between operable and non-operable positions with respect to a pusher member and biased to the operable posi-tion; and a transfer zone to which a carrier is propelled by a forwarding pusher member and from which a carrier is propelled by a receiving pusher member; the improvement wherein:
the driving member is formed with a driving dog having a driving face normally engageable by a pusher in the operable position of the driving member;
the driving dog is provided with a pair of transversely extending wing portions each projecting to one side of the driving member and each having a continua-tion of the driving face, said wing portions being disposed within an operational area bounded by vertical planes through the transverse extremities of the carrier track members;
the transfer zone has an entrance end, an exit end and includes a forwarding power track defining the path of travel of a forwarding pusher member and a re-ceiving power track defining the path of travel of a receiving pusher member;
said forwarding and receiving power tracks between said entrance and exit ends have parallel portions po-sitioning the forwarding and receiving pusher mem-bers in transversely spaced relation within said operational area, a forwarding pusher member being engageable with one of the driving dog wing por-tions and a receiving pusher member being engage-able with the other of the driving dog wing por-tions; and, means operable between said entrance and exit ends pre-vents interfering engagement between at least one of the driving dog wing portions and at least one of the forwarding and receiving pusher members.
carriers each including a driving trolley supported on the car-rier track; at least one driven pusher conveyor comprising a power track spaced vertically from the carrier track, carrier propelling means mounted on the power track and having pusher members pro-jecting toward the carrier track; the driving trolley having a driving member movable between operable and non-operable positions with respect to a pusher member and biased to the operable posi-tion; and a transfer zone to which a carrier is propelled by a forwarding pusher member and from which a carrier is propelled by a receiving pusher member; the improvement wherein:
the driving member is formed with a driving dog having a driving face normally engageable by a pusher in the operable position of the driving member;
the driving dog is provided with a pair of transversely extending wing portions each projecting to one side of the driving member and each having a continua-tion of the driving face, said wing portions being disposed within an operational area bounded by vertical planes through the transverse extremities of the carrier track members;
the transfer zone has an entrance end, an exit end and includes a forwarding power track defining the path of travel of a forwarding pusher member and a re-ceiving power track defining the path of travel of a receiving pusher member;
said forwarding and receiving power tracks between said entrance and exit ends have parallel portions po-sitioning the forwarding and receiving pusher mem-bers in transversely spaced relation within said operational area, a forwarding pusher member being engageable with one of the driving dog wing por-tions and a receiving pusher member being engage-able with the other of the driving dog wing por-tions; and, means operable between said entrance and exit ends pre-vents interfering engagement between at least one of the driving dog wing portions and at least one of the forwarding and receiving pusher members.
50. A conveyor system according to claim 49 wherein the forwarding and receiving power tracks each consist of a pair of parallel transversely spaced power track members.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US27238181A | 1981-06-10 | 1981-06-10 | |
| US272,381 | 1981-06-10 |
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| CA1190503A true CA1190503A (en) | 1985-07-16 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000403014A Expired CA1190503A (en) | 1981-06-10 | 1982-05-14 | Power and free conveyor systems |
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| JP (2) | JPS57209457A (en) |
| KR (2) | KR880002388B1 (en) |
| AR (2) | AR229054A1 (en) |
| AU (2) | AU544069B2 (en) |
| BE (2) | BE893437A (en) |
| BR (2) | BR8203364A (en) |
| CA (1) | CA1190503A (en) |
| DE (2) | DE3221116A1 (en) |
| ES (2) | ES512952A0 (en) |
| FR (2) | FR2508013B1 (en) |
| GB (2) | GB2099772B (en) |
| IT (2) | IT1148323B (en) |
| MX (2) | MX157651A (en) |
| NZ (2) | NZ200621A (en) |
| YU (1) | YU46501B (en) |
| ZA (2) | ZA823308B (en) |
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| US4464997A (en) * | 1982-01-18 | 1984-08-14 | Jervis B. Webb Company | Conveyor trolley and track |
| JPS5929557A (en) * | 1982-08-10 | 1984-02-16 | 中西金属工業株式会社 | Floor type duplex trolley-conveyor |
| GB2158404B (en) * | 1984-03-22 | 1989-02-08 | Tomiichi Fukuda | A system for driving a caddie cart |
| JPS60204250A (en) * | 1984-03-26 | 1985-10-15 | Toshiba Corp | Conveying apparatus |
| JPH0355484Y2 (en) * | 1984-11-27 | 1991-12-10 | ||
| DE3538674A1 (en) * | 1985-10-31 | 1987-05-07 | Kloeckner Becorit Gmbh | Transport system, in particular for underground mining |
| FR2724369B1 (en) | 1994-09-12 | 1996-12-20 | Berthelat Sa | DUAL TRACK CONVEYOR INSTALLATION |
| CA2156581C (en) * | 1995-04-20 | 2000-11-07 | Hisashi Kyotani | Conveying system |
| US6003443A (en) * | 1997-12-29 | 1999-12-21 | Jervis B. Webb Company | Method and apparatus for reducing noise generated by the accumulation of carriers in a conveyor system |
| CN1349578A (en) | 1999-05-06 | 2002-05-15 | 杰维斯·B·韦布国际公司 | Sound abatement methods and conveyor trolleys |
| KR100457232B1 (en) * | 2002-02-05 | 2004-11-12 | 이남호 | Method for drying a bamboo tube without formation of splits and checks |
| CN104261076B (en) * | 2014-08-05 | 2016-08-31 | 中国核电工程有限公司 | A kind of radioactivity material movement system |
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| GB630251A (en) * | 1946-08-12 | 1949-10-10 | King Ltd Geo W | Improvements in or relating to conveyor systems |
| DE1212884B (en) * | 1959-01-31 | 1966-03-17 | Gerhard Lingg Dipl Ing | Device for storing and removing the load carriers of a drag chain conveyor |
| DE1152958B (en) * | 1959-06-25 | 1963-08-14 | Renault | Conveyor device with an endless chain and load carriers movable on a rail arranged parallel to the chain |
| FR1387874A (en) * | 1963-10-29 | 1965-02-05 | Fisher & Ludlow Ltd | Improvements to conveyors |
| US3518946A (en) * | 1968-01-24 | 1970-07-07 | Webb Co Jervis B | Pusher conveyor for wheeled carriers |
| FR2288659A2 (en) * | 1970-10-31 | 1976-05-21 | Pohlig Heckel Bleichert | DEVICE FOR THE TRANSFER OF LOAD CARRIERS FROM ONE DRIVE SYSTEM TO ANOTHER, IN PARTICULAR FOR "POWER AND FREE" CIRCULAR CONVEYORS |
| DE2361733C3 (en) * | 1973-12-12 | 1982-12-23 | Louis Schierholz Kg, 2800 Bremen | Load carriers for drag chain conveyor systems |
| DE2365206C2 (en) * | 1973-12-31 | 1983-10-27 | Louis Schierholz Kg, 2800 Bremen | Drag chain conveyor system |
| DE2523060C2 (en) * | 1975-05-24 | 1986-11-27 | Louis Schierholz GmbH & Co KG, 2800 Bremen | Lifting station on drag circle conveyors (power-and-free systems) |
| US4031829A (en) * | 1975-06-02 | 1977-06-28 | American Chain & Cable Company, Inc. | Conveyor system |
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1982
- 1982-05-13 ZA ZA823308A patent/ZA823308B/en unknown
- 1982-05-13 ZA ZA823309A patent/ZA823309B/en unknown
- 1982-05-14 NZ NZ200621A patent/NZ200621A/en unknown
- 1982-05-14 AU AU83742/82A patent/AU544069B2/en not_active Expired
- 1982-05-14 NZ NZ200620A patent/NZ200620A/en unknown
- 1982-05-14 AU AU83740/82A patent/AU544127B2/en not_active Expired
- 1982-05-14 CA CA000403014A patent/CA1190503A/en not_active Expired
- 1982-06-04 DE DE19823221116 patent/DE3221116A1/en active Granted
- 1982-06-04 DE DE19823221108 patent/DE3221108A1/en not_active Withdrawn
- 1982-06-07 BE BE0/208287A patent/BE893437A/en not_active IP Right Cessation
- 1982-06-07 IT IT48598/82A patent/IT1148323B/en active
- 1982-06-07 BE BE0/208288A patent/BE893438A/en not_active IP Right Cessation
- 1982-06-07 IT IT48597/82A patent/IT1148322B/en active
- 1982-06-08 BR BR8203364A patent/BR8203364A/en not_active IP Right Cessation
- 1982-06-08 KR KR8202568A patent/KR880002388B1/en active
- 1982-06-08 BR BR8203370A patent/BR8203370A/en not_active IP Right Cessation
- 1982-06-09 AR AR289642A patent/AR229054A1/en active
- 1982-06-09 FR FR828210033A patent/FR2508013B1/en not_active Expired
- 1982-06-09 GB GB8216679A patent/GB2099772B/en not_active Expired
- 1982-06-09 ES ES512952A patent/ES512952A0/en active Granted
- 1982-06-09 ES ES512953A patent/ES512953A0/en active Granted
- 1982-06-09 JP JP57099111A patent/JPS57209457A/en active Granted
- 1982-06-09 GB GB8216678A patent/GB2099771B/en not_active Expired
- 1982-06-09 FR FR8210032A patent/FR2507582A1/en active Pending
- 1982-06-09 YU YU124782A patent/YU46501B/en unknown
- 1982-06-09 JP JP57099112A patent/JPS57209458A/en active Granted
- 1982-06-09 AR AR289643A patent/AR229420A1/en active
- 1982-06-10 KR KR8202589A patent/KR880002430B1/en active
- 1982-06-10 MX MX193089A patent/MX157651A/en unknown
- 1982-06-10 MX MX193088A patent/MX157650A/en unknown
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