DE1246291B - Sheet transport and alignment device - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY

GERMAN

PATENT OFFICE

EDITORIAL

246291 Int. CL:

G 06 k

German class: 42 m 6-13/06

Number:
File number:
Registration date:
Display day:

J24383IXc / 42m6
September 6, 1963
3rd August 1967

The invention relates to a device for during the transport of sheets of different shape and thickness, in particular of recording media, aligning the same along an alignment edge with two pairs of wheels, wherein the wheels of each pair have treads with different coefficients of friction Wheel of each pair has a swiveling wheel, directly from the other wheel or with the interposition a sheet driven steering wheel represents, both steering wheels on each one around a vertical Pivot axis pivotable arm are mounted, the pivot axes in one of the alignment edge perpendicular intersecting plane are arranged, and on each pivotable arm a spring exerts a torque in the direction of the alignment edge.

It is commonly used to label bank checks encrypted with a magnetic color to identify the invoice number and other numerically encoded information. These License plates are placed at a prescribed distance from the lower long edge of the check printed. In order for the scanning means to scan the correct area of the check, the Checks are aligned against the reference edge prior to bypassing the sensing means.

In the alignment devices currently in use, it is common to have a steering wheel with a Surface made of a material with a high coefficient of friction to use that by a driving roller with a surface made of a material with Lower coefficient of friction is driven. · The steering wheel is spring loaded to move over, a preselected Swing clamping angle against an alignment edge against which the checks align are. If there is no check in engagement between the steering wheel and the driving pulley, the pulley is propelling the steering wheel in such a way that it is only slightly inclined due to the action of the tension spring is brought against the alignment edge. As soon as a check enters the consolidation, the forces acting on the check are unequal. The steering wheel swivels immediately by the clamping angle and remains tense until it has moved the check diagonally against and to align with the alignment edge. While the steering wheel is cocked, its speed is reduced due to the helical drive. The forward component of the speed of the steering wheel, and therefore the check, is on one Decreased value that is equal to the -normal top speed multiplied by the square of the Sheet transport and alignment device

Applicant:

International Business Machines Corporation,
Armonk, NY (V. St. A.)

Representative:

Dipl.-Ing. HE Böhmer, patent attorney,
Boeblingen, Sindelfinger Str. 49

Named as inventor:
Chester Anthony Albosta,
Dayton, Ohio (V. St. A.)

Claimed priority:
V. St. v. America 7 September 1962
(221950)

Cosine of the clamping angle. This will reduce the forward speed of the checks during the Alignment undesirably tends to decrease the distance between what is being aligned Check and the following check, creating the risk of not having enough time between Having the checks for selection results in an ejected for reasons of distance Document in a machine, e.g. in a tape check reader / sorter. As the checks arbitrarily As latitudes and longitudes change, the time it takes to settle a check changes and also the ratio of the alignment time to the drive time after alignment. Therefore, the variable gaps created as a result of the alignment cannot be safely enlarged by merely the sheets will advance faster after being aligned.

In addition, devices have already been proposed which use a single steering wheel or several steering wheels which are arranged one behind the other along the transport path. Because the steering wheels must be of small width, they have essentially only point contact with the sheet. When the check is under the control of a single steering wheel, the checks are subject to a slowdown. Because of this deceleration, the machines must be designed to ensure precise alignment so that a sufficiently long check transport path is available.
are arranged that the conical surfaces 11 and the

709 619/329

It is therefore the object of the invention to reduce the alignment time and the transport path in a sheet transport and alignment device, to eliminate the deceleration and to make the distance between the sheets after alignment independent of the distance of the misaligned sheets from the alignment edge. This is achieved according to the invention in that each steering wheel rests on the outer surface of a driven bevel gear, the axes of the two bevel gears also lying in a plane that also intersects the alignment edge at right angles, in such a way that each surface line of both bevel gears is one in the transport plane for the Forming a straight line lying on the recording medium and intersecting the transport direction at right angles, and that the conicity of the bevel gears and the size of the distance between the pivot axis of the arm and the bearing axis of the steering wheel are coordinated in such a way that the speed vector of the recording medium lying in the transport direction is independent of whether an alignment occurs or not, is approximately constant. As a result, a sheet inserted into the engagement of the two bevel gear-steering wheel pairs is always clamped at two separate points and shifted without rotation, i.e. parallel and at the same time in a direction perpendicular to the parallel shift against the alignment edge, without braking. Upon pivoting of the steering roller from its parallel to the alignment edge positions are the same rolls at progressively enlarged diametral parts of the associated conical drive roller, whereby the effective peripheral speed of the steering wheel and therefore of the check is increased, in such a manner _r that lies in the direction of transport VELOCITY - 'keitsvektor. is about the same size during and after the alignment of the sheet.

It is true that institutions are also known which - in one case - sheets and in the other case letters opposite Align an alignment edge while it is moving in the direction of transport, namely by an alignment movement that is superimposed on the transport movement and directed perpendicularly to the alignment edge. Both devices have in common that the duration of the action of the alignment force cannot be adjusted is due to the different distances of the successive sheets or letters from the alignment edge, d. This means that even after the sheets have come to rest against the alignment edge, an alignment force is exerted on them can act. For this reason, the two devices mentioned are unsuitable, - recording media, which can also be very thin (e.g. bank drafts) without damaging the same or without causing a sheet jam.

One of these two mentioned facilities sees one for achieving the alignment movement axially displaceable roller by means of a cam disc via a lever linkage, onto which two axially spaced, Rollers pivotable about a vertical axis are pressed on by spring force. In order to after one alignment process another can take place, the roller must be axially pushed back and forth which is possible by suitable shaping of the cam. This shifting back and forth the alignment roller is, so to speak, an alignment cycle, so that the distances between the individual sheets .at a given transport speed are dependent on the length of the same. As a result, this device can produce successive sheets of different lengths not align. It can even happen that just one is opposite to the alignment movement directed return stroke of the axially displaceable registration roller a sheet is detected, so that even a Displacement of the same takes place away from the alignment edge.

ίο The other of these two bodies sees several arranged one behind the other in the transport direction, at a fixed angle to the vertical Pairs of rollers mounted on the alignment edge, the axes of which are constantly driven. the With a belt that is also constantly driven, rollers form a gap of a certain thickness. the The circumferential speed of the rollers is such that their in the direction of movement of the belt The lying speed vector is equal to the translational speed of the belt. The gap between the rollers and the belt surface is necessary to erase the driven and Avoid non-pivoting rollers on the belt. However, this necessary gap makes it impossible, the device also for the transport and alignment of different thicknesses Recording media that are in any case thinner than letters, even if they are bank checks acts, can be very thin to use.

In addition, the drive of many pairs of rollers results in the disadvantage of great effort.

Details of the invention are given below on the basis of an exemplary embodiment illustrated in the figures described. It shows

F i g. 1 is a side view of a sheet transport and alignment device according to the invention;

F i g. 2 shows a section along the line 2-2 in FIG.

3 shows a front view in the direction indicated by the arrow 3 in FIG. 1 indicated viewing direction,

F i g. FIG. 4 is an enlarged, partially sectioned view of the steering wheel and its in FIG F i g. 3 support device shown only by box,. - - -

F i g. 5 is a cross-section along line 5-5 in FIG. 4,

F i g. 6 a is a graph to compare the change in the forward and side components .the steering wheel and blade speed depending on the tension angle of the steering wheels when driving the same on the one hand by bevel gears and on the other hand by cylindrical drive rollers,

Fig. 6b is a diagram of the various in the Curves of FIG. 6 a elements shown,

7 shows a diagrammatic representation of the alignment process when using a single steering wheel according to earlier versions and F i g. 8 shows a diagrammatic representation of the alignment process improved by the invention Help of two steering wheels.

The sheet transport and alignment device has two separately arranged steering wheels 10, their peripheral surface made of a material with a high coefficient of friction. These steering wheels are on the Shell surface 11 each of a bevel gear 12, which is made of a material with a lower coefficient of friction are made. Each bevel gear 12 is driven by a shaft 13 that is parallel to each other and so

Steering wheels 10 two separate spring 30, but a spring constant close to zero, Create handles that are in a common plane because the wear and tear of the steering wheel is not normal. Above and below this level are the force is allowed to influence. The natural vibration of the upper guide plate 14 and the lower guide aligning unit 10, 23 in the vertical direction plate 15 with a very small distance from each other 5 changes directly with the square root of the spring provided. Appropriate openings in these guide constants. A spring constant close to zero plates enable the steering wheels to be touched the corresponding surfaces 11 of the cone to zero. At a high working speed wheels 12. but a strong vibration could occur

Each of the two shafts 13 is in one position when a check arrives under the steering wheels 10. stationary console 16 provided bearing rotatable It is therefore at high working speeds and each shaft 13 is required by an assigned one to belt a high number of natural vibrations 17 driven by a pulley. turn and thus a high spring constant

Each steering wheel 10 is rotatably seated on an axle to limit jumping and vibration.
18, which is attached to one end of the laterally offset 15. Accordingly, a damping control device Schwenkannes 19 is attached. Near its other 35 associated with each steering wheel 10 to ensure that each arm 19 end supports the spindle 20 (Fig. 5) that a constant downward or normal force is exerted on the upwardly projecting bearings 21 which are in the bore of each steering wheel during its useful life -22 of the housing 23 are provided. Which is practiced at the top, while an upward movement of the end of each spindle screwed nut 24 is effectively damped.
Each device 35 is preferably located within the steering wheel relative to the housing 23, but allows a housing 36 (FIGS. 4, 5) to rotate the spindle and thus a circular movement by means of the screws 37 the one on the corresponding one of the steering wheel relative to the spindle. Two coil springs stationary part 31 shaped arm 38 is attached. 15 are provided, which are fastened with their one end to the 25 through the guide bore 40 in each arm 38 housing 23 and with their other end at a extending the cylindrical locking rod 39 of the lower arm 19 extension. Each spring 25 right downwards. Each rod 39 is held by the adjusting clamps the corresponding arm and thus the screw 41 and protrudes concentrically through the steering wheel 10 in a clockwise direction, around the arm around the anchoring sleeve 42 down into a hole at a preselected clamping angle Θ (Fig. 2) in the 30 in the matching friction locking member 43. Tightening position drawn with dashed lines At the upper end of each member 43, the conical (FIG. 2) is to be moved. This clamping angle is through hole 44 with a predetermined cone contact of the approach 26 QE ⁷ ig. 5) provided on each arm bracket. The outer surface of each cylinder 19 with a corresponding rod 39 on each housing 23 and the wall of the associated stop surface (not shown) of conical bore 44 form an annular, conical hole. Each stop lug 26 is also capable of having chambers, each of which contains a ring of stopping surface 27 corresponding to a stopping surface 27 on each housing 23 of steel balls 45. Touching each anchoring sleeve 42 to determine a degree of misalignment of the steering wheel covers the upper end of the associated link 10. This ensures that the open end of the chamber which receives the balls does not close the steering wheel in a "negative" direction 40. Which can swing around the rod 39, as a result of which the giving helical spring 46 is prevented from jumping back between the checks received from the alignment edge. arranged arm 38 and the upper end of the

As the F i g. 4 and 5 show two anchoring sleeves 42 that speak the same way are provided. These

Coil springs acting as a permanent force are provided, the spring exerts a very low downward force

each spring 30 having one end at a 45 on the sleeve 42 to keep the balls 45 in the

Ear of the corresponding housing 23 and to hold with its chamber. The damping spring 47 surrounds

other end at a corresponding stationary the lower hub-like end of the friction lock

Part 31 is attached. Each spring 30 strives to the member 43 and is between this and an am corresponding steering wheel 10 with a constant normal. upper end of the corresponding housing 23

Painting force inserted into contact with the inclined surface 11 50 formed spring seat. Each damper spring 47

of the associated bevel gear 12 to tension. The has a high number of natural vibrations and thus a

Tensioning action of each spring 30 occurs as a result of the high spring constant and is normally not possible.

Management of the assigned control or management system pressed together. .

hebeis 32 necessarily in an essentially vertical position.

kalen direction. Each lever 32 is at its one 55 lines 35, the damping springs 47 exert a

End by means of screws 33 on the assigned upward force acting on the assigned housing

housing 23 and with its other end on 23 and thus on the corresponding steering wheels 10

that carried by the associated stationary part 31 only when the housings try to move upwards

Pin 34 pivotally mounted. to move. In other words, those with constant

Since a high normal force a good acceleration So force acting springs 30 exert on the detention, but poor alignment results, and speaking housing 23 has a constant downward reverse, a low normal force a bad or normal force, but grant a movement acceleration, but good alignment will result in the steering wheels and housing in the upward must the value of the normal force is carefully chosen in the direction, but which is controlled by the damping springs 47 are effectively damped in order to achieve an optimal acceleration. When the steering wheels fen. This selected value of the normal force should wear out 10, the housings 23 move one then be kept constant. This does not require a corresponding small amount downwards. This only a spring with a constant acting force, as the leaves that the springs 46 the sleeves 42 and thus

slide the locking members 43 downward a corresponding amount without compressing the damping springs 47; however, the rods 39 are held stationary by the screws 41. If a steering wheel 10 is replaced, the link 43 can be returned to its original position by rotating and pushing it upwards at the same time Starting position can be raised. The upward movement of each link 43 relative to the stationary rod 39 is because of the difference between the static and kinetic coefficients of friction possible, d. i.e., the balls 45 have a lower coefficient of friction when they roll as if they are resting.

The sheet transport and alignment device shown is used for aligning checks SO against the moving alignment edge Sl is used. This moving alignment edge is through a radial shoulder of a flanged part or edge of the alignment drum 52 is determined. the Drum 52 is rotated by the shaft 53 rotatably mounted in the back plate 54, which by suitable Means (not shown) is driven. However, while desirable, it is not essential to that For the purposes of the present invention, the alignment edge is determined by a moving member will.

It is assumed at the outset that the bevel gears 12 by the associated drive belt 17 with the same Speeds are driven that a check 50 in two separate places between the grips formed by the two steering wheels and their corresponding drive wheel conical surfaces 11 is Geldemmt, and that a longitudinal edge of the check 50 has already been aligned laterally against the alignment edge 51, this edge, as as can be seen from the drawings extending in a direction generally perpendicular to one through the two clamping points, running line extends.

Under the assumed conditions, the various components assume the functions shown in FIGS. 1 to 5 positions shown. It should be noted that as a result of the driving action of the associated bevel gears 12, each tension spring 25 is stretched to a somewhat abnormal position, as indicated by the solid lines in FIGS. 1 and 2 can be seen. In this position, each steering wheel 10 rotates in a plane substantially parallel to the alignment edge. In a normal position, as shown by the dashed lines in FIG. 2, each steering wheel can be set at a predetermined angle Θ to the alignment edge 51.

After the aligned "check 51 the collisions leaves the steering wheels 10 and the bevel gears 12, the next check 50a (Fig. 2) enters these clashes one. At this point in time, the right long edge of the check is 50 a at a distance from the alignment edge 51, as shown in FIG. 2 can be seen.

Since the engagements of the steering wheels 10 and the bevel gears 12 lie in a line that is generally perpendicular to the alignment edge 51, the leading edge of the check 50a occurs (unless this is inclined) approximately simultaneously between both engagements and therefore the check is taken and on two Driven from each other laterally separated studs, as shown in Fig. 8 at α. As soon as the check 50a moves between the steering wheels 10 and the bevel gears 12, the bevel gears no longer drive the steering wheels, and thus they are no longer held parallel to the alignment edge. In fact, as a result of the tensioning force exerted by the springs 25, the steering wheels are pivoted directly by the tensioning angle Θ. As a result of this process, the steering wheels take the position shown in FIG. 2 positions shown in dashed lines, as shown at b in FIG. 8 is shown.
When each steering wheel 10 is pivoted or tensioned in this way, it swings in an arc relative to the associated spindle 20. The engagement or the point of contact of each steering wheel 10 with the associated roller 12 is shifted to the right, as shown in FIGS 1 and 2. This further has the effect that each steering wheel comes into contact with a part with a larger diameter of the conical driving surface 11 of the associated bevel gear 12. The increased peripheral speed of this part with a larger diameter

ao diameter thus causes a corresponding increase in the speed of rotation of the individual steering wheel. The conical surface 11 of each bevel gear 12 is, however, beveled at an angle which is calculated for a prescribed length of the steering wheel arm 19 and the clamping angle Θ in order to obtain a speed vector V _x in the transport direction for the steering wheel and thus for the check, which is in the is essentially equal to the vector obtained with a tension angle of Θ and with the check fully aligned. For example, as shown in Figure 6a, if the steering wheels assume a selected angle of 20 ° during alignment, the speed vector V _{x of} the check in the transport direction during alignment will be equal to the normal final speed of the check after alignment. V _y represents the lateral component of the speed obtained during alignment at various cocking angles. Therefore, when each steering wheel 10 is cocked, the conical surface 11 increases the resulting or actual speed V _{F of} the steering wheel 10 to the extent necessary to keep the forward speed vector constant V _{x of} the steering wheel and thus the check is required. The curves V _x and V / (FIG. 6 a) represent the curves which are obtained when the customary cylindrical drive rollers are used instead of the bevel gears according to the invention. . A comparison of the curves shown shows that when non-tapered drive rollers are used, the forward speed vector V _x 'of the steering wheels and thus of the checks drops as soon as the steering wheels are also pivoted a small amount.

As with b and c in FIG. 8, the check 50a is moved progressively against the alignment edge 51 without deceleration and at an oblique angle. As soon as the check is aligned against the edge 51, the springs 25 are stretched

6 ~ ff if the steering wheels 10 are driven again in a direction parallel to the alignment edge, as shown at d in FIG. 8 is shown. Of course, if a check should be a little skewed, when it reaches the point indicated at α in FIG. 8 cannot be grasped in two places at the same time. In such a case the check tends to spin for a split second until it advances sufficiently.

has taken away to at the two separate places to become. It is then moved progressively against the edge 51 without braking.

In contrast, a check taken at only one point in the usual manner tends to look like in FIG. 7 until it is finally aligned. This means that a greater distance must be provided along the transport path in order to reliably establish alignment. With the Device according to the invention, however, the alignment on a shorter path without braking achieved as shown in FIG.

Claims (5)

Patent claims: 1. Device for during the transport of sheets of different shape and Thickness, in particular of recording media, aligning the same along a Alignment edge with two pairs of wheels, the wheels of each pair of treads with different Have coefficients of friction, one wheel of each pair a pivotable, of the other wheel of the same pair driven directly or with the interposition of a sheet Steering wheel represents both steering wheels pivotable on one each about a vertical pivot axis Arm mounted skid, with the pivot axes in one the alignment edge at right angles intersecting plane are arranged and on each pivotable arm a spring a torque exerts in the direction of the alignment edge, characterized in that each steering wheel (10) on the lateral surface (11) is one driven bevel gear (12) rests, the axis (13) of the two bevel gears (12) in one also lie the alignment edge (51) at right angles intersecting plane, in such a way that One surface line each of both bevel gears (12), one in the transport plane for the recording medium (50) lying, form the transport direction intersecting straight line and that the Conicity of the bevel gears (12) and the size of the distance between the pivot axis (20) of the arm (19) of the bearing axis (18) of the steering wheel (10) are coordinated in such a way that the in the speed vector of the recording media (50) lying in the direction of transport, independently of whether or not alignment takes place is approximately constant. 2. Apparatus according to claim 1, characterized in that each swivel castor (10) in the vertical Direction is shiftable and with an independent of the size of the shift, constant normal force is pressed on the associated bevel gear (12) and a result of the Entry of a recording medium (50) between each pair of bevel gear and steering rollers (12, 10) Shifting of the steering roller (10) upwards can be damped by a damping device (35). * 3. Apparatus according to claim 2, characterized in that the bearing arm (19) for the The swivel castor (10) can be swiveled around a bolt (20) which is driven in one by a lever mechanism. (31, 32) vertically displaceable housing (23) is mounted on the corresponding in the direction of displacement of the castor diameter, which decreases as a result of wear, automatically without Change in the damping force downwardly displacing damping device (35) rests. 4: Device according to claim 3, characterized in that the damping device (35) a stationary rod (39) having a pinch lock with a downward movement permitting (44,45) provided guide part (42, 43) which with its upper hub a downwardly acting helical spring (46) supported on a stationary arm (38) a very low spring constant and with its lower hub a helical spring (47) leads with a high spring constant and touches the upper end of this spring (47), which with its lower end rests on the castor housing (23) and is not relaxed upwards sliding housing (23) or swivel castor (10). 5. Apparatus according to claim 4, characterized in that that the guide part (42, 43) consists of a lower rotationally symmetrical, the lower Helical spring (47) leading locking member (43) with an upwardly open, widening conical recess (44) which annularly surrounds the stationary rod (39), and from a upper the upper helical spring (46) leading with the locking member (43) axially aligned, one down to open cylindrical recess (42 a) having sleeve (42), and that in the conical ring recess (44) the rod (39) and the inclined outer wall (44 a) of the Annular recess (44) touching balls (45) are inserted, on which the end ring surface of the cylindrical recess (42 a) of the sleeve (42) rests. Considered publications:
German Auslegeschrift No. 1113 423;
British Patent No. 445,376;
U.S. Patent No. 3,012775. 1 sheet of drawings 709 619/329 7.67 © Bundesdruckerei Berlin