US1015406A - Conveyer. - Google Patents

Description

C. D. SEEBERGER.

Patented Jan. 23, 1912.

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GONVEYER. APPLIOATION FILED FEB. g4, 190e. BBNBWED Mue, 1910. 1,01 5,406. Patented Jan. 23, 1912.

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0.1).SEEBERGER.

i GONVEYER. APPLICATION FILED FEB.24, 1906. RENEWED MAR. l26, 19'10. 1,01 5,406.

Patented J an. 23, 1912.

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A TORNEYJ' 0,-1). SFBBEMER.v GONVBYER. APPLICATION FIILED FEB.24, 1906 RENEWED MAB. 26, 1910.

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CONVEYBR.`

APPLICATION FILED FEB. 24, 1906. RBNEWED MAR. 26, 1910. 71,01 5,406.

Patented .15.11.23, 1912.

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C. D. SBBBERG'ER.

CONV-EHR. APPLICATION FILED FEB.24, 1906; BENEWED MAB.. 26, 1910.

1,015,406. v Patented Jan.23,1912.

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COLUMBIA PLANOGRAPH C0.,WASH|NGTQN. Dy C.

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GONVEYBR.

APPLICATION FILED 11:13.24, 190e. RBNEWED MAR. 2e, 1910. 1,01 5,406.

Patented Jan. 23, 1912.

Is sums-SHEET 12.

A TTURNEN' COLUMBIA PLANOGRAPH C0.. WASHINQTDN. D. C.

c. n. SEBBERGBR.

GONVBYER. APPLIOATION FILED m3251906. RENEW-ED um. 2e, 1910. 1,015,406.

Patented .1311.23, 1912.

13 SHEETS--SHEET `13.

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A TTOHNEYJ' COLUMBIA PLANOGRAPH co., wAhSHINuToN, D. c.

UNITED sTATEs :PATENT oEEioE.

CHARLES D'. SEEBERGER, OF NEWYORK, N. Y., ASSIGNOR T TIS ELEVATOR COMPANY, A CORFORATI'ON'OF NEFF JERSEY. v a

ooivvEYER.

Application led February 24, 1906, Serial No. 302,760. VRenewed March 26, 1910. Serial Noi 551,774.`

My invention relates to conveyors, and es-V pecially to that class of conveyers wherein a traveling foot-way preferably in the-'form of a series of connected steps, extending ,between different levels, is adapted to carry or transport freight or passengers upon both its ascending and descending runs.

The object of the invention is to provide certain novel and useful features in this class or type of machines, which will'be fullyk disclosed in the general description thereof, and the invention consists in the constructions and arrangements of parts hereinafter set forth and then.pointed out in theA appended claims.

In the accompanying drawings, which illustrate an embodiment of the several features of my present inventionl-Figure 1 is a diagrammatic view' showing the general arrangement and disposition of a, conveyer arranged in the form of a traveling footway and embodying my present invention; Fig.l 2 is a top plan view of the drive of the. upper level of Fig. 1 Fig. 3 is a detail view showing the arrangement of the tracks throughout the cycle of Fig.- 1; Fig. 4 isl a detail view, part in side elevationandv part in section, of one of the drive lshafts and its associated elements; Fig. 5 is a side elevation of the form of coupling shown in Fig. 4, the shaft being in section; Fig. 6 is a view in side elevation of one side ofthe lower car#` riage through which the carrier or foot-way Y passes at the lower end of the machine, one of the steps of the carrier being shown in side elevation; Fig. 7 isa view in side elevation of one side of the transfer employed at the top landing, one of the steps ofthe carrier being shown in position therein; Fig. 8 is a sectional View onthe line 8'8 of Fig. 7; Fig. 9 is a view in side elevation of oii'e side of the carriage through which Athe carrier or foot-way passes at the upper end of Athe machine, oneof the steps being shown therein; Fig. 10 is a plan view showing Jthe tread surface ofone of the steps and a roller attached to the upper carriage; Fig.

A11 is a view,`partly in side elevation .and

partlydiagrammatic, showing vthe arrangement of various parts associated with the ascending run or line` of the carrier; Fig. 12 is a plan view of the parts shown in Fig. 11;. Fig. 13 isadetail showing the arrangement ofthe pulleys for the hand-rail of Fig.

11 ;Fig. 14vis a side view ofthe gear case for thefhand-rail pulleys at the upper end of Figflrl; Fig'. 15 is an end view of the gear Specification of Letters Patent. Patented Jan. 23,1912.

case of Fig. 14 Fig. 16 is a view, partly in side# elevation and partly diagrammatic, showing thearrangenient of various/f parts associated with the descending line orirun of the carrier; Fig. 17 is aplan viewof Fig.

16; Fig. 17a ,is a detail view; Fig. 18 yis a l A view showing the arrangement of the tracks ingr also shown in two positions thereon;A Fig. 19 is a sectional'view on the line 19l9 at the upper end of the incline, the steps beof Fig 18 Fig. 2O is a sectional View on the line 20-20 of Fig. 18; Fig. 21 is a side view ofk one of the steps constituting thecarrieror v* footway, the axle-'bar beinb in section; Fig. 22

`is a plan view of one end of the step frame and its associated parts; Fig. 28 is .a back view of apo-rtion of one of the steps;Fig.v 24 is a sideview of one of the vstep wheels; Fig. 25 is a central sectional view' of the vwheel of Fig. 24; Fig. 26 is a side view of a pair of i the links employed to connect the step axles, one of 'which latter isshown in section; Fig. 27 is a top plan view of theparts of 5F ig. 26 withcertain portions of thelinks in section; Fig. 28 is a side view of a form of lubricating box that may be employed; Fig. 29 is a side view of an upthrust'device Vshownin association with one of the'links and the drive wheel; FigBO is an end view adjusting bolts shown in Fig. 29; Fig; 32 is aside view of the drive wheel; Figf is` a sectional view yof the saine; Fig. 34 is a n top plan view of a portion ofthe guide for the hand-rail on its return line; Fig. 35 is a crossesectioiial view of the guide of Fig. 34;

and Figs. 36 `and 37 are sectional views of Y 10.5 2

iie

y of the parts shown in Fig. x29; Fig. 31 is a r Adetail-view of one of the connecting and rangement being such that the upper surfaces or treads of the steps lie in the same horizontal plane to form a lower get-on or entry landing 6, then break into step formation as they travel upwardly in the direction of the arrow upon the inclined portion of the tracks, and again run in a horizontal plane to form the upper get-olf or exit landing 7. Beyond the upper landing the steps pass through a transfer 8 by which they are directed upwardly and from whence they extend forwardly to pass through the upper carriage 9 by which their'direction of movement is reversed and they are presented at the. level of the upper floor or landing 3 to form the upper get-on or entry landing 10. As the landing 10 is beneath the extension of the steps between the transfer 8 and the carrizljrge 9, these two latter part-s are made of su 'cient size to carry the portions of the steps extending between-them high enough above the landing 10 to provide proper clearance for the passengers or freight, as by extending the transfer and carriage upwardly above the level 3 in the manner shown. From the landing 10 the steps travel in step formation down the return inclined portion of the tracks until they reach the lower level 2, where they extend in the same horizontal plane to form the get-oftl or exit landing 11. The tracks are then extended downwardly below the level 2 and enter a lower carriage 12 which is so located and disposed as to return and present the steps at the lower get-on landing 6.

From a consideration of the above description it will be apparent that the construction provides a duplex elevator or one adapted for transportation upon both of its ascending and descending lines or runs which are located one below the other.

In Fig. 6, I illustrate the details of the lower carriage 12, which may be employed in a machine of the general type and arrangement shown in Fig. 1, it being understood of course that the construction shown in Fig. 6 is employed upon each side of the tracks or is duplicated for the supporting wheels which are arranged at each end of the steps in the customary manner. The corresponding parts upon each side of the machine forming the carriage are connected together in any suitable manner and are provided upon their outer faces with suitable flanges 13 which rest upon rollers 1st supported upon short tracks or ways 15. By this construction the carriage is free to move back and forth to keep the foot-way under suiiicient tension to run smoothly and evenly. Each side of the carriage is provided with a channel guide 16 for the guide rollers 17 or their equivalent devices with which the ends of the axle bars 18 of the steps may be provided, although of course the axles themselves may cooperate directly with the channel guides if desired. The channel guides extend through the carriage in the general form of the letter C, as shown in Fig. 6, their ends or terminals facing or opening in the same direction and in alinement with the associated tracks as more fully hereinafter explained. Each side of the carriage is also provided with a way for the outside step supporting wheels 19, which is formed by a track 20 extending below the channel guide at its inlet in a horizontal direction to substantially the rear part of the carriage where it is bent or directed upwardly and an associated track 21 which begins opposite the upwardly extending portion of the track 20 and continues in an upward and inward direction to and across the channel guide, on the opposite side of which it continues in a horizontal plane to the exit ofthe carriage below the channel guide, being cut away where it crosses the channel guide to allow the projecting axles of the steps to pass. Each side of the carriage is also provided with a way for the inside step-supporting wheels 22, which is composed of the opposite tracks 23 and 24. The initial portion of the track 23 is on the same horizontal plane as the lower portion of the channel guide, and as the way for the wheels 22 crosses the channel guide before the latter bends upwardly the track 23 is cut-away at its point of crossing to allow the axles 1S to pass, and then extends upwardly in a curved path inside of the line of the channel guide as shown, terminating at about the line of the upper end of the track 20. The track 2l may begin at any point opposite the curve of the track 23, and then extends upwardly to the upper portion of the carriage where it is curved and extended forwardly in a horizontal path to the exit of the carriage in substantially the plane of the lower portion of the channel guide. At the exit portion of each side of the carriage a guard track 25 is arranged above the track 24tto coperate therewith to form the way at the exit of the carriage for the inside wheels 22.

The lower portion of the track 21 receives the wheels 19 as the steps begin to pass through the curve between the horizontal and vertical paths of travel in the carriage, as at this portion of the track the connections between each step and its preupright portion and oppositely directed portions conforming to the general contour of the transfer and arranged approximately central thereof,^and adapted to receive ,thel rollers 17 upon the axle bars of the stepsg The transfer is also provided withguides or ways for the front and rear supporting wheels of the steps; the track 36 for the front Wheels 22 is arranged upon substantially the same vertical planes as the lower portion of the central Vguide 35 at .the top and bottom and its vertical portion 1s m front of the guide 35, and the track 37 for the rear wheels 19 enters the transfer belowT the guide 35 at its lower end, then crosses the guide and extends vertically upon the side opposite the track 36 until it' reachesa pointapproximately opposite the exit ofv the transl fer where it again crosses the guide and extends below .the guidetothe exit end of the transfer. The track 37 is ofcourse cutaway where it crosses the guide toy allow the'axles to pass. i j L At the lower end of the transfer, guard tracks 88 and are arranged'to Vcoperate with the wheels to prevent them from being withdrawn from contact with their tracks by the lifting action of preceding connected steps, and at the upper end a similar guard track 40 is provided.

The transfer is provided with *a space 41" as shown in Fig. 8, to receive the lin'ksconnecting the axles of the `steps outside the supporting wheels.` In this respect the 'View in Fig. 8 is typical also of the carriages,

which are similarly rprovided with spacesu for the links.

From the exit of the transfer the steps pass along` the extension above the upper landing 10 to the upper carriage 9.

As shown in Fig. 9, the upper carriagevis substantially a reversal of the lower carriage. It is provided with suitable flanges on its sides which rest upon rollers 42. sup ported upon ways or tracks 43. Itis provided on each side withza central channel guide 44 for the guide rollers 17 of the steps. e

It is further provided upon each side with ways for the step-wheels. The way for the leading` wheels 22 is composed of aY track 45 whose horizontal portion `is on the same level as they lower portion ofthe guide 44, andr which crosses the guide, being cut away .at

its point of crossing toallow the axles toV pass, and then extends in a curve downwardly beyond and 'outside' of the guide, and a cooperating track 46 whichextends vertically to the lower portion of the carriage where it curves outwardly andy downwardly and then passes to the exit'on'a'- level with the lower portion of the guide 44. kThe way for the rear wheels 19 is composed of a track 47 which extends horizontally inward, and'a vertical track 48 which crosses the yguide 44, being cutaway at its point of crossing, and

ing the tendency of wheels 19 to-fall; Y

extends downwardly to the exit as shown.,

The upper carriageis also provided atits lower portion with a magnet-ized track"48a, which is energized by means of a; spool or coil 49, whose terminals lead to a .suitable source of electrical energy. The track 48a is arranged to contact lwith and hold the wheels 19 in predetermined relation while thewheels 22 are in 'engagement fwith the track'46 fat its lower curve or., bow. The wheels 22 engage a lguard track 50l at this point, which holds the wheels upon the track 46, andfwhich is provided with` a spring 51 to form a cushion to receive the impact of thewheels as they descend upon the guard.

the lower portion ofFig. 9, the wheels 19 haveza tendency to fall or drop on account' of the fact thatlat'thisparticular point these wheels do not have any appreciable traction on their tracks, and the track 4S?l exerts a holding power on the wheels at that point to counteract this tendency and keep both`v sets of wheels in constant relation. uAlso', the; spring 51 by pressing the wheels l22 against their track 46 prevents these wheels from` working or moving up, and holds the wheelfframe or. ybase from Atilting with its axle asa center, Athereby aiding inovercom- I make nol claim herein broadly to means to automatically take up the increment of kthe stretch of the hand 'rail and -to automatically hold the aggregate of the1 stretch, or broadly to means for increasing'the traction of the truck wheels as the stepspass throughy the upper end carriage,'asbroad claims to eachy of these features are contained in and form ypart of the subject matter of my Patent No. 984,304 dated Feb. 14, 1911 for which said subject matters are hereby expressly reserved,I but limit the."

claims in the' presentA application to elecf" trical or magnetic devices for increasing the traction of the truck wheels, and to the features .herein disclosed to automaticallytake up 'vandhold the stretch of the hand rail.m

The upper carriage 4isprovided at its topwith a transverse roller 52 journaled in suitable beamrings` so das' to engage thet'op of the treads while the forward wheels ,A 22 are crossing the gap between their track sections 45. It will be v`observed that the ,relation and arrangement of parts is such .that-this .guard roller engages the tread Ain the rear of the axle during the Vtime thel wheels 22 arec moving across the gap, thereby holding 'the'r step against tilting, and as the step and axle-frame or base arerigid the/wheels 22 are carried across the gap.l

`*Poweris applied to `move the foot way, which in thepresent embodiment, is vin the forinof an endless series of connected steps,

the drive shaft' 53, which is located at or Nnear the head yof the incline oftheascend ceding step exert a tendency to draw the step against the track, and as the track is more or less angular to the direction of the strain or pull, the steps would have a tendency to hook under or hitch or hang upon the track 21. In order to obviate this, I provide this track with a yielding section 26, located. at the curve between its hori- Zontal and vertical portions at the lower end thereof. In the present form this yielding section is pivoted at 27 at its upper end and at its lower or free end it is provided with a slot or opening 28 into which a stop pin 29 projects, the latter being fixed to the frame of the carriage. The section 26 normally hangs in position to form a continuation of the track 21 on the curve, and it is obvious that if the step-supporting wheels 19 for any reason hook under or hitch against the track in passing around the curve, the section 29 will yield in order to release the wheels and overcome and obviate any tendency of the steps to lag or hitch at this point. While gravity holds the yielding section of the track in normal position during the ordinary operation of the machine, the section is preferably controlled by a spring 80 which in the drawings is in the form of a coil spring engaging oppositely projecting studs 31 located on the frame and pivoted section as shown. In practice the pressure of the wheels 19 upon the pivoted section will not be suflicient to cause the same to move against the tension of its spring While the steps are moving through the carriage in t-he normal operation of the machine, but in the event any of the wheels 19 bind or catch upon the track 21 by reason of the fact that the latter overhangs the direction Vof the driving strain at this point in the path of the wheels, the pressure against the spring 3() will then be sufficient to cause the latter to yield so as to obviate the binding action of the wheels upon the track and the consequent lagging or hitching of the steps.

The track 24 is provided at its inner face with a leaf spring 32 which normally stands in position to somewhat restrict the area of the way for the wheels 22, as shown for example in Fig. 6. The spring 32 inlpinges upon the wheels 22 as the latter pass through the way and serves as a brake for the wheels in the event there is any tendency of the wheel-bases to turn with their axles as pivots in their links by reason of the binding or hitching of the wheels 19 against the track 21. It is obvious that if the Wheels 19 bind or hitch upon the track 21, the frames carrying the wheels 19 and 22 will tend to turn with their axles as centers, thereby overcoming the center of gravity of the step, throwing the tread out of its horizontal position, and causing the wheels 22 to jump or slip through a portion of their ways; this tendency, when it occurs, is obviated by the spring 32 which acts as a brake upon the wheels 22.

It is obvious that anything which causes the steps to hitch or lag during their travel is objectionable as it causes the machine to move unevenly with more or less jerking action, and the function of the pivoted track to prevent this objectionable action is of value. The spring 32 holds the step to its outer limit so as to reduce its liability to hitch or hook, and retards the wheels 22 so as to tend to throw the wheels 19 up and to prevent the hooking action. The center of gravity of the step is slightly to the left of the center of the axle as it appears in Fig. 6, and as the tendency of the step is toward the left, the reduction of t-he track resistance on the wheels 19 and the retardation of the wheels 22 tend to preserve the center of gravity and prevent the turning of the steps out of normal posit-ion.

It is of course understood that the pivoted section 26 of the track and the spring 32 are provided merely to overcome any diiiiculties which may result from any variation in the curves in the tracks, and that in the normal and usual operation of the machine the curves are uniform so that the steps pass through the lower carriage at constant speed and without any tendency to lag or hitch therein.

In the operation of the machine the steps pass into the carriage 12 at its lower or inlet portion, the ends of the tracks 20 and 23 being in extension of corresponding tracks t and 5 for t-he respective wheels, and the guide rollers 17 passing into the channel guides 16. As the steps pass through the carriage their line of travel is reversed, and the steps themselves are reversed so that the w'heels 19 which were the leading wheels upon the lower run become the rear wheels upon the upper run. The supporting wheels pass out upon the tracks 21 and 24 respectively, which are in alinement or continuation of tracks 4 and 5 at the entry landing 6. The steps are presented in horizontal position to form the entry landing, from whence they pass up the incline portion of the track or way to the upper exit landing 7, and thence to the transfer 8.

As shown in Fig. 1, the transfer receives the steps at its lower inlet from the tracks at the upper landing 7 and presents them from itsupper outlet to an upper level of the tracks above the landing 10. For this purpose the transfer is in the form of an elongated vertical body 33 provided at its ends with oppositely extending lateral inlet and outlet portions 34, as shown in Fig. 7, it being understood, of course, that the details of the transfer are duplicated upon each side of the way or run. The transfer is provided with a central channel 35 consisting of an iogwith their teeth looking down on the ascend? fr OO ing run as shown in Fig. 1, this shaft `being driven by a suitable niotor154. The drive shaft is provided with ,sprocketwheels 55, which mesh .with the links connecting the step axles, as more fully hereinafter explained. In Fig. 2 the positions of the links are indicated by dotted lines, it beingunderstood that the links extend throughout the circuit of the machine and are arranged ing line or run and looking up on` the descending run. The shaft 58 transmits motion by spiral gears 56 to longitudinaly shafts 57 located on each side of the foot-way at the upper landing and extending back in the rear of the transfer 8 at or near Where the foot-way enters the incline of the return or descending run, as shown in Fig. l., y At or near where the foot-wayenters the transfer an intermediate cross-shaft 58 is located, which is driven from the shafts 57 by means of intermediate spiral gears 59, and which is provided with a pair of sprockets 60 adapted to engage the links of the steps to lift the steps through the transfer and prevent their buckling on the landing .7 which otherwise might occur' owing tothe resistancer of the steps on the curves of the transfer. At the rear ends of the shafts 57 a pair of stub shafts 61 are located, which are provided `at one end with spiral gears 62 to receive motion from the shafts 57, anden the other ends with sprockets 63 adaptedl to engage with the step links. lIhesprockets 63 are necessarily mounted on stub shafts atV this point as `they are located above the line of the links and therefore a shaft couldy notof course extend acrossthe machine as itwould interfere with the use of the foot-way.

In Figs. 4 and 5, Ihave illustrated iii detail the construction of the longitudinal shafts 57 which I prefer to employ. In Fig. 4 the arrangement of the spiral gears 56 is shown, by which power is transmitted from the main drive shaft 53 to the longitudinal driving shafts 57. As the longitudinal shafts 57 are of considerable length 'it is necessary to keep the shaft linedup and for this purpose universal bearings 64 are employed at frequent intervals. universal bearings 64 is provided with a supporting case 65 having a seat 66`adapted to receive a correspondingly v.shaped `enlargement on an elongated bearing'sleeve 67, in which the shaft 57 is mounted, whereby 4the sleeve is free to move in -its seat in order to` 'ings 64, and I also prefer to employ andad-k Each of vthe y`justa'ble couplingv intermediate the points'of 4application of power to`v links. yThis arrangement is illustrated in Fig. 4.. The 'adf justable shaft couplings `may-be of any suitable form, Iand in the present,embodiment,4 as shown in Figs. 4 and`5, consist of a pair of coperating members and 71 rigidly connected with the adjacent ends of their respective shaft sections, one of the ,membersbeing provided with bolts 72 which pass through elongated slots 7 3 in .the associated member, by which the, members may be locked and rigidly secured together in their adjustedpositions V'Ihe two members of the coupling are also provided" with oppositelyarranged ears 74, one of which is tapped toreceive an adjusting bolt 75 which: ,bears against the corresponding ear of the othermember and which "is held in position by, means of set nuts 7 6.* The adjustable couplingsare important for the purpose ofl allowing the sections of the shaft tojbeset or adjusted so as to bring the` sprockety wheels corresponding with the respective sections into mesh with the teeth of they links `under auniform degree of. pressure. Asv the longitudinal shafts 57 lcoperate ywith a plurality of driving sprockets engaging the.. links at different points, it is obvious'that in assembling the machine some of theD sprockets may notengage the teeth of the links with the same pressure or to the same degree as others, and therefore by the use of the adjustable coupling the sprockets 1 10o,- Y.

maybe" adjusted, through .the intermediate spiral gears, so as toset all the sprockets to the same relation or pressure upon the teeth of the links. They may likewise be employed in the future operation of the ma-v l chine tocompensate for uneven wear of the parts." It is obviousthat where the'Q longitudinal vshafts 57"*coperate with sprockets "driving-on both runs or lines, this adjustf ment insures that both lines will be driven in unison.v The range of movement of thel coupling of Fig. 5 is Vsuchv that the adjustment may be made even when the teeth of the sprockets and links are opposite, beingl yiio equal inextent to a half pitch of thev teeth.v Y

At a suitable point in the' descending line or run, and preferably at about its center, j

I prefer to run'thefoot-way in a horizontal plane in the forni of an intermediate landing 77, as shown in Fig. l, which provides an eye-rest so; that the passenger at'the upper entry landing -will observe an afp-- parent breakin the continuity of the run and will not be so impressed with the height of the machine and the consequent length'ofy f the run as he would be if he looked from the upper landing tothe lower landing instead of4 upon the traveling landing at an intermediate point.' This is of importance in machines having long runs. i The. treads are in the same plane in the eye rest.

iso

At about the middle of the runs I arrange a supplemental pair of longitudinal shafts 57 (see Fig. 1) of the same construction as the shafts 57, one on each side of the footway, and by reason of the intermediate landing or eye-rest construction, these intermediate shaft-s may coperate with the descending line or run at each end thereof, so as to take the strain off the steps throughout the entire run of the intermediate landing or eye-rest. rPhe shafts 57 are provided at their front ends below the ascending run with spiral'gears (not shown) which mesh with corresponding spiral gears (not shown) on a cross-shaft 78, the arrangement in this respect being similarv to the gears 56 of the shafts 57, and the cross-shaft 78 is provided with sprockets (not shown), similar to sprockets 55, which mesh. with the teeth of the links, the teeth being on the underside of the links or looking down at this point. Stub axles (not shown), similar to stub axles 61, are provided at 79 and 80, and are driven by the shafts 57 by spiral gears (not shown) similar to the gears 62, and these stub axles are also provided with sprockets which mesh with the teeth of the links on the descending run, the teeth being on the upperside of the links or looking up at these points.Y By this means the two lines -or runs are tied together or connected, and power is applied from the main drive shaft 58 to the descending run through the ascending run and the intermediate shafts and connections, while on the other hand the power of the weight of the descending run is applied to the up-run at its center. |The intermediate drive divides the machine at about its center, and each side of the machine is balanced, as the weight of each portion of the descending run tends to counterbalance a portion of the ascending run. The load of the steps below the eye-rest is also in effect placed upon the shafts 79, and as the shafts 8O apply power to the links at the other end of the eye-rest, all load is taken olf the curves at both ends of the eye-rest. The shafts 79 and 8O being thus geared together, power is transmitted from the former to the latter through the longitudinal shafts, so that the link connections between the steps are free from Atension throughout the eye-rest and as they pass the angles.

Each step comprises a rectangular frame 81, provided with the usual tread and riser as shown in Fig. 21, and having interior bosses 82, to which the ends of the wheelbase 83 are bolted. The wheel-base receives its associated axle 18, which is rigidly connected thereto by means of pins 85 and which also is clamped in a stirrup 86 depending from and rigid with the stepframe at about its center, which arrangement provides a truss construction, the axle ed in different vertical planes with their" anges toward the interior of the machine. Each wheel is provided with outer and inner flanged graphite bushings 87, as shown in Fig. 25, thus giving a lubricating flange on each face of the wheel. The bushings are so proportioned as to leave a slight clearance between them as a convenient receptacle for a small quantity of oil which may kbe provided through an oil hole in the hub of the wheel.

The inclination of the two arms of the wheel-base to each other is such that the angle of the incline to the horizontal is divided by a line extendingthrough the centers of the wheels of the steps, and as a consequence the tracks t and 5 are at the same difference in levels on the inclined as on the horizontal runs, but on the incline the tracks 4 for the outside wheels 19 are above the tracks 5, and on the horizontal runs the tracks 5 are above the tracks ll, as shown in Figs. 18, 19 and 20. This gives the same distance between the upper and lower tracks measured perpendicular-ly to the direction of travel on both the inclined and horizontal runs, reduces the vertical overall dimensions of the step to a minimum, and also brings the intersection or crossing point of the tracks at substantially the center of their curved portions, as shown in Fig. 18. The axles extend beyond or out-side of the wheel-base where they receive the links 88 and 89, which are held upon the axles by means of collars 90 provided with locating pins, as shown in Fig. 22. The links 8S and 89 are in male and female form, respectively, the sleeves 91 of the former receiving the axles and extending within the collars 92 of the latter, these several parts being provided with interposed bushings, all as shown in Fig. 27. The male links are provided with eight teeth arranged intermediate the sleeves, and the female links have ten teeth extending from beneath the collars; as the presence of teeth beneath the collars of the links tends to tip or tilt the links on their axles when the drive sprockets engage these extreme teeth, the female links may be provided with bosses 93 to coperate with suitable up-thrusts to obviate this action, one form of which will be hereinafter described.

The guide rollers 17 are located upon the axles between the wheel bases and the links, as shown in Fig. 22. As before stated, the

guide rollers are notpessential and maybe omitted; if retained they may serve the further function of cooperating with upthrusts.

The action of the driving sprockets causesl block or plate 96 cooperate. The blocks arey secured together in adjusted positions by means of bolts 97 passing through' the blocks, one of which is provided with suitable elongated slots to admit of the adjustment or regulation of the blocks to vary the height of the upthrust. Suitable toggles 98 depend from the block 96 and lcarry a swinging frame 99, which is provided with a shoe 100 forming an upthrust for the bosses 93 of the female driving-links. The frame may also be provided with a laterally extending flange 101 arranged inthe path of travel of the guide rollers 17, asshown in Fig. 30, to proV vide an upthrust for both the links and the guide rollers. -It is'obvious of course that the upthrust may be employed in conjunction with either ofuthese elements or both as desired. In practice the upthrust is located over the drive-sprockets of the ascending line, as for example, on shafts 7 8 and 53, its

.position with reference to the latter at thel top of the incline where the foot -way changes from the inclined to the horizontal run being shown in Fi'g. 29. v When the upthrust is in position the toggles 98 normally tend to hang in vertical position or at'less than a right angle to the drive links, as shown in Fig. 29, and the frame 99 rests against a set screw 102 in a projecting bracket 103, which; acts to limit its inotion in one direction and against which it is pressed by a spring 104 located upon a set screw 105 `in a projecting bracket 106 at its opposite end. In the normal position of the parts the toggles 98 hang in substantially the relation shown in F 29, and the arrangement and relation of the parts is such that' the shoe 100 is in position to press light-ly upon or just clear the bosses 93 of the drivelinks as the latter are subjected to' the 'lifting and turning action of the drive wheels, as shown in Fig. 30. As the service becomes heavier by reason of the greater load upon the machine by the increase in the weight carried, the increased friction due to the lifting action of the drive-links incident to they increased duty of driving the foot-way causes the frame 99 to move from a position in which the toggles are more or lessk vertical Vopenings in the frame 99. v

toay position in which they are at right angles to the line of the driving links, which latter position is shown in Fig. 11.v This slighty movement causes the shoe to,` drop slightly towardlthe bosses ofthe drive-links, `and consequently interposes more resistance to the increased tendency ofthe drive-links to lift or, turnV incident to the greater load, and thereby overcomes the tendency of the links in these respects. By adjusting` the wedgeblock 96 the resistance of the upthrust may be regulated.` By thus regulating the pressure between the boss and upthrust I avoid an excessive pressureduring times when'there is small load','an`d conse` quentlyreduce the wear of the partsy as wel as i-ncrease the efliciency of driving.

The frame is held against laterall displacement by means of the guides 107, which are in the form of late-rally projecting brackets. secured tothe frame or structural part of soy the machine and provided with depending ears 108 embracing the frame. The shoe is adapted to take upwear by means of screw bolts 109 Vwhich are threaded into the shoe,

sleeves 110 which are provided withexternal screw threads adapted to take When an upthrust is employed to coperate with the bosses 93 of the female links,

bosses.' In Fig. 28 I haveshown one form Y of lubricating device for this purpose, which maybe supported upon the frame o-rstruclture at any suitable point where it will con `tactwith the bosses, as for example, as shown at the-lower left hand end of Fig. 16. .As shown .in Fig. 28, the oiling device consists of' an oilreceptacle 111 in .which a wheel 112 and pass through andserve to locate or ix ,y

into'rtap'pedy j* it is desirable to provide a device for supi lplying oil for the purpose of lubricating the revolves,l the parts being so arranged that the exposed surface of they wheel will lie in f the path of travel of the bosses ofthe links to impart the requisite amount 'of voil tothe bosses as they engage thewheel. VThe receptacle is preferably spring mounted, as by at ylio taching it to a spring-plate 113 which is* screwed by a bolt 114 at one end to the struc- Ature and is 4carried at its other end by a spring 115 preferably arranged inthe form I of a .coil spring surrounding a guide post` 116. By this.arrangementthe wheel112 is` imaintained in normal position slightlyabove the line in which the bosses travel, and the spring 'construction' allows'it to be pressed down as the bosses pass from it, thus insur-' ing oi-ling contact. The surface of the wheel may be'of felt, leather, or otherL suitable material, adapted to take up a quantity lof oil,

Jthe action of the bosses upon it causing it to parts of j revolve in the receptacle so that all the periphery are oiled.

The driving sprockets are preferably split J longitudinally and transversely, Vthus mak-

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