US1075790A

US1075790A - Pneumatic-despatch-tube apparatus.

Info

Publication number: US1075790A
Application number: US43095?08A
Authority: US
Inventors: Albert W Pearsall
Original assignee: Lamson Co
Current assignee: Lamson Co
Publication date: 1913-10-14
Anticipated expiration: 1930-10-14

Description

A. W. PEARSALL.

PNEUMATIC DESPATCH TUBE APPARATUS.

APPLIOATION FILED MAY 5, 190a.

14975,?9Q Patented 0%. m, 1913.

4 SHEETS-SHEET 1.

A. W. PEARSALL.

PNEUMATIC DESPATGH TUBE APPARATUS.

APPLIGATION FILED MAY5, 190s.

31 2?5j?91 Patented 001.11, 1913.

4 SHEETSSHEET 2.

A. W. PEARSALL.

PNEUMATIO DESPATOH TUBE APPARATUS.

APPLIOATION FILED MAY5, 1908.

Patented Oct. 14, 1913.

4 SHEETSS1IBET a.

A. W. PEARSALL. PNEUMATIC DESPATGH TUBE APPARATUS.

APPLIOATION FILED MAY 5, 1908.

wwm Patented 00t.14,1913.

4 SHEETS-SHEET 4.

UNHED earns Parana caries.

ALBERT w. PEARSALL, or LOWELL, mAssAenUsE'r'rs, ASSIGNOR To THE LAMson COMPANY, or NEWARK, new JERSEY, A CORPORATION or NEW JERSEY.

PNEUMATIC-DESPATCH-TUBE AII-ARATUS.

Specification of Letters Yatent.

ratentedoct. 14,1913.

To all whom it may concern:

Be it known that I, ALBERT W. PEARSALL, of Lowell, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Pneumatic-Despatch-Tube Apparatus, of which the following is a specification.

My invention relates to improvements in pneumatic despatch tube apparatus and particularly to a shifting current or combination vacuum all sealed system.

The object of this invention is to provide means for shifting the air current from one outgoing line or circuit of tubing to another, maintaining a normally sealed air circuit as in an independent type oi apparatus or regular tube line, and to provide a means of single control for aplurality of lines.

In the accompanying drawings is illustrated a form of construction embodying my invention in which Figure 1 is a diagrammatic view of a pneumatic despatch tube system showing the controlling mechanism in operating cnnec-- enlarged side tion therewith. Fig. 2 is an at the elevation of the despatching inlets -cashier-"s or central station. Fig. 3 is a- 4 is an enfront elevation of Fig. 2. Fig. he d t upwar larged sectional view of one o despatching' inlets at the cashiers station.

Fig. 5 is a side elevation partly in section of a downward despatching inlet. Fig. 6

' is a front elevation enlarged of the air inlet timing and controlling mechanism. Fig. 7 is a plan view of Fig. 6. Fig. 8 is a sectional view on line 88 Fig. 6, and Fig. 9 is sectional view on line 9-9 Fig. 6 looking in the direction indicated by arrows.

Like letters of reference refer to like parts throughout the several views.

Referring to Fig. 1, C represents the cashiers or central station and S and 8 represent sales or sub-stations. 1 is a tube for the transmission of carriers from central station 0 to sub-station S and 2 is a tube for the transmission of carriers from the central station C to sub-station S said tube 2 being connected with and in communication with the tube 1 through apertures 6,. chamber 5 and apertures 4. 3 is a tube for transmitting carriers from sub-stations S and S to the central station G and which tube is connected with the tube 2 at sub-station S through apertures 7 chamber 8 and apertures 9. The transit tube 3 at central station G is connected with the usual delivery terminal 10 which terminal is connected with the usual vacuum drum 12 by a tube 11. 13 is an air inlet tube connected with the

transit tubes

1 and 2 at the central station C and adapted to be controlled by the normally closed valve 14 to admit air to said tubes for driving carriers. 15 and 16 are despatching inlets at the central station 0 for despatching carriers in the transit tubes respective'delivery terminals for said tubes controlled by the

usual valves

19 and 20. '21 and 22 are ordinary despatching inlets located at substations S and S respectively for inserting carriers into the tube 3 for transmission.

Mounted in the cylinder 23 is a piston 24 carrying on the upper end thereof an arm 25 to the outer end of which arm is secured i the air inlet valve 14. Connecting the cylinder 23 above the piston 24 with the vacuum tube 11 is a passage 26 and connecting? said cylinder 23 beneath said piston with the vacuumtube 11 is a passage or by-pass 27 controlled by an adjustable timing valve 28 and adapted-to normally balance the vacuum on both sides of iston 24 allowing said piston to remain at the bottom oi the cylinder 28. is a passage adapted to admit air to cylinder 23 beneath piston 24 and is controlled by the normally closed valve 29 attached to the lower end of the lever 30 and which lever is pivoted at 31 and carries an arm 32 with an adjustable weight 32 mount-- ed thereon.

and carries attached thereto the stem 35 the outer end of said stem being pivoted at 36 to lever 30. lhis diaphragm 33 is open to the atmosphere on the outer side, the inner side being inclosed by the casing 34 which is connected with and in communication with the tube 13.

The despatching

inlets

15 and 16 at central station C are similar in construction, the inlet 15 being in communication with the tube '13 and the inlet 16 in communication with said tube 13 through a branch air tube 2. 37 is anouter or manually operated valve pivoted at 38 to casing or inlet 15 andB-Q is an inner or automatic valve pivoted at 40 and adapted to control the passage of air through the tube 1. The inlet 16 is con- 23 and holding the air inlet valve 14 closed.-

1 and 2 respectively and 17 and 18 are the 1 33' is a diaphragm mounted in casing 34 Y 16 pivoted at 40 41 is a shaft pivoted in and common to both inlets '15 and 16 and carries the pawls 42 and 42 adaptedto cooperate with

latches

43 and 43 respectively on

valves

39 and 39 to retain one or the v other of said valves open. 44 is a spring mounted on shaft 41 and adapted to hold said pawls in position to retain one of the

latches

43 or 43*. shaft or pivot 38, said arm being pivoted at 46 to a link 47 having a slot 48 in its outer end. 50 is an armfixed to the shaft or pivot and carrying a'pin or stud 51 mounted in slot 48.

Fixed to the shaft or pivot 38 is an arm pivoted at 46 to a link 47 having a slot 48 in its outer end and in which slot is mounted a stud or pin 51 carried on the outer end of an arm fixed to the shaft or pivot 40.

The mechanism shown in Fig. 5 is identical with that in Fig. 4 the inlet being so arranged that carriers may be despatched from the central station downward instead of upward.

In the normal position of the apparatus one of the

valves

39 or 39 is always open thereby permitting a circuit of air to be es- 7 tablished when the valve 14 is automatically opened upon the despatching of a carrier. In Figs. 2 and 3 the valve 39* is shown open being retained by the pawl 49 thereby leaving the transmission tube 2 in communication with the air inlet tube 13.

To despatch a carrier from station 0 to sub-station S the operator opens the valve 37 which through arm 45 causes the link 47 through slot 48 to ride on pin 51 without engaging the trip 49 secured to the shaft 41 and releasing the valve 39 which is already-open (see Figs. 2 and 3).

The carrier 1s now inserted in the inlet 16 and the valve 37 closed. In the meantime the opening of said valve'37 destroys the vacuum. in

tubes

2 and 13 and diaphragm casing 34 releasing the diaphragm 33 which acting through lever 30 opens valve 29 ad-.

mitt-ing air through passage 28 and destroying the vacuum in the cylinder 23 beneath piston 24. The vacuum maintained above iston 24 permits the atmospheric pressure lieneath to raise said piston 24 and through arm 25 open valve 14 thereby admitting through tube 13 and branch tube 2 atmospheric pressure for driving the carrier through the tube 2 towardthe sub-station S The closing of the valve 37 has increased the vacuum in tube 13 and casing 34 sufliciently to move the diaphragm 33 inward and through stem 35 and lever 36 has closed valve 29 cutting off the admission of air to the cylinder 23 beneath the'piston 24 which piston gradually drops by gravity on 45 is an arm fixed to the' station C to the sub-station S, the operator opens the valve 37 which acts through arm 45 and link 47 to engage the trip 49 and move the pawl 42 thereby releasing the latch 43 and allowing the valve 39 to close cutting off the portion of the transmission tube 2 between the sub-station S and central station C from communication with the air inlet tube 13. In the meantime the pin 51 is engaged by the end of slot 48 and through arm 50 opens the valve 39 when the carrier is inserted into the inlet 15. The valve 37 is now closed leaving valve 39 open being retained by the pawl 42. The diaphragm 33 has been released in the manner heretofore described and the valve 14 opened admitting air and driving the carrier through tube 1 toward the sub-station S, the valve 14 closing and cutting off the admission of air by the time the carrier has delivered at said station.

In returning a carrier from sub-station S or S the carrier is inserted into either

inlet

21 or 22 causing the valve 14 to open in the manner described admitting air to the inlet tube 13 which traveling through either the tube 1 or the tube 2, according to which

valve

39 or 39 is open, enters the tube 3 through apertures 7 driving the carrier to the central station C, the valve 14 closing when said carrier delivers at said station.

Having thus described my invention and set forth a construction embodying the same, what I claim as new and desire to secure by Letters Patent of the United States is,-

1. In a pneumatic despatch tube apparatus, a plurality of despatchiug and receiving stations, a plurality of normally closed transit tubes connecting said stations, means for exhausting the air from said transit tubes, a normally closed air inlet adapted to admit air to said tubes for driving carriers, and means for automatically controllin the admission of air through said inlet ancI means for switching said air to create a flow of the same through any of said transit tubes for driving carriers between any of said stations. T

2. In a pneumatic despatch tube apparatus, a plurality of despatching and receiving stations, a plurality of normally closed transit tubes connecting said stations, means for exhausting the air from said transit tubes, a normally closed air inlet adapted to admit air to said tubes for driving carriers, means for automatically conemma trolling the admission of air through. said inlet and means for switching said air to create a flow of the same through any of said transit tubes for driving carriers between any of said stations, and means for automatically closing said inlet and cutting off the flow of air when there are no carriers in transit in said tubes.

3. In a pneumatic despatch tube apparatus, a central station, a plurality of substations, an independent normally closed transit tube connecting each of said substations with said central station for selectively transmitting carriers from said central station to the required sub-station, a normally closed return tube connecting said sub-stations with said central station for the transmission of carriers from any of said sub-stations to said central station, connec.

tions between said transit tubes and said return tube, means for normally maintaining a vacuum in all of said tubes, a normally closed air inlet adapted to admit air to said tubes for driving carriers, and means for automatically controlling the admission of air through said inlet and for switching the flow of air through an of said transit tubes for the transmisslon 0 carriers between said central station and any ofsaid sub-stations.

4. In a pneumatic despatch tube apparatus, a central station, a plurality of substations, an independent normally closed transmission tube connecting each of said sub-stations with said central station for selectively transmitting carriers from said central station to the required substation,

a normally closed return tube connecting said sub-stations with said central station for the transmission of carriers from any of said sub-stations to saidcentral station, connections between said transmission tubes and said return tube, means for normally maintaining a vacuum in all of said tubes, a normally closed air inlet adapted to admit air to said tubes for driving carriers, means for automatically controlling the admission of air through said inlet and for switching the flow of air through for the transmission of carriers between said central station and any of said sub-stations, and means for timing the admission of air to the'interval necessary for the transmission of the carriers. o I

5. In a pneumatic despatch tube apparatus, a plurality of despatching and receiving stations, a pluralityof normally closed transit tubes connecting said stations, means for normally maintaining a vacuum in said transit tubes, a normally closed, air inlet adapted to admit air to said tubes for driving carriers, and air-controlling means, a

portion of which is adapted to be automaticallyoperated by a fluctuation of said vacuum to' admit airthrough said inlet and a portion of which is adapted to switch the any of said transit tubes each of said orifices,

so admitted air to any of said transit tubes for transmitting carriers between any of said stations and means located on each of said transit tubes for creating a fluctuation in said vacuum.

6. In a pneumatic despatch tube ratus, a plurality of despatching and receiv ing stations, a plurality of normally closed transit tubes connecting said stations, means for normally maintaining a vacuum in said transit tubes, a normally closed air inlet adapted to admit air to said tubes-for driv ing carriers, air-controlling means, a por tion of which is adapted to be automatically operated upon a fluctuation of said vacuum appato admit air through said inlet and another a I portion of which is adapted to switch the so admitted air to any of-said transit tubes for transmitting carriers between any of said stations, and means for timing the admission of air to the interval necessary for the transmission of the carriers and means located on each of said transit tubes for creating a fluctuation in said vacuum for actuating said switching portion of said air controlling means.

7. In a pneumatic despatch tube apparatus, a plurality of transmission tubes each provided with an inlet orifice, a movable closure for each of said orifices, an air in let adapted to admit air to said tubes for driving carriers, and means for automatically controlling the admission of air through said inlet and for shunting the flow of air therefrom through the tube the closure of which has been last actuated.

8. In a pneumatic despatch tube apparatus, a plurality of des atching and receiving stations, a plurality oi normally closed transit tubes connecting said stations, means for exhausting the air from said transit tubes, a normally closed air inlet adapted to admit air to said tubes for driving carriers, means for controlling the admission of air through said inlet, and means, the parts of which are opcratively interconnected, forshunting said air to create a flow of the same through any desired transit tube for driving carriers between stations.

9. In a pneumatic despatch tube apparatus, a plurality of transmission tubes each provided with an inlet orifice, a closure for each of said orifices, means for admitting air to said tubes when said orifices are closed, and an air directing device, co-acting with said closures for shunting air from said admitting means for the same into one or another of said tubes, according to which of said closures has been'last opened, said device. being common to said plurality of tubes.

10. In a pneumatic despatch tube appara- 'tus,-,a plurality of transmission tubes each provided with an inlet orifice, a closure for means for admitting &

air to said tubes when said orifices are closed, a device, co-acting with said closure for shunting air from said admitting means for the same into one or another of said tubes, according to which of said closures has been last opened, and means for controlling the flow of air through said admitting means. I

11. In a pneumatic despatch tube apparatus, a plurality of transmission tubes each provided with an inlet orifice, a closure for each of said orifices, means for admitting air to said tubes when said orifices are closed, a device, co-acting with said closure for shunting air from said admitting means for the same into one or another of said tubes, according to which of said closures has been last opened, and automatic means for controlling the fiow of air through said admitting means.

12. In a pneumatic despatch tube apparatus, a plurality of transmission tubes each provided with an inlet orifice, a closure for each of said orifices, means for admitting air to said tubes when said orifices are closed, a device, co-acting with said closure for shunting air from said admitting means for the same into one or another of said tubes, according to which of said closures has been last opened, and automatic time element means for controlling the flow of air through said admitting means.

13. In a pneumatic despatch tube apparatus a plurality of transmission tubes each provided with an inlet orifice, a movable closure for each of said orifices, an air inlet adapted to admit air-to said tubes for driving carriers, and means for .automaticall controlling the admission of air throng said inlet bya variation in pressure'in a part of said apparatus and for shunting the fiow of air from said inlet through the tube the closure of which has been last actuated, said actuation of said closure normally developing the variation in pressure capable of rendering operative said automatic controlling means, for the purpose aforesaid.

14. In a pneumatic despatch tube apparatus a plurality of transmission tubes each provided with an inlet orifice, a closure for each of said orifices, means for admitting air to said tubes when said orifices are closed, a device, co-acting with said closure for directing air from said admitting means for the same into one or another of said tubes andaway from a tube into which it has previously been free to flow, according to which of said closures has been last opened, and' means for controlling the flow of air through said admitting means.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses, this 1st day of May A. D. 1908. ALBERT W. PEARSALL.

Witnesses: 1

I. G. BARTLETT,

A. L. MESSEO.