US1673687A - Typewriting machine - Google Patents

Description

June 12, 1928. 1,673,687

A. G. F. KUROWSKE TYPEWRITING MACHINE Filed March 15, 1924 l J;Z H. JH. -qW j 4/ a! Ia I 4/ LmLmLrLnJuLn rLnimJm Affar/rey/ Patented June 12, 1928.

UNITED STATES PATENT OFFICE. V

ALFRED G. F. KUROWSKI. OF BROOKLYN, NEW YORK, ASSIGNOR '10 UNDEBWOOD ELLIOTT FISHER COMPANY, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE.

TYPEWRITING MACHINE.

Application filed larch 15, 1924. Serial No. 699,420.

This invention is an improvement in typewriting machines, and an object of the invention is to provide, in typewriting machines having typing systems tilted back,

6 for compactness, connections between the main frame and the carriage-shift-frame, such as will guide the carriage to shift obliquely parallel with the plane of the typefaces in printing position.

Another object is to provide connections of the character above mentioned, such that the shift-frame may be adjusted with respect to the main frame to bring the platen printing line into the printing plane of the type-faces and maintained in such position.

Another feature is to provide bearings between the carriage and the shift-frame having positive rolling connections between the carriage and shift-frame to prevent an the bearings from becoming displaced with respect to the carriage movement.

Another feature is to provide an arrangement of bearin s between the carriage and shift-frame suc as will provide a proper rolling engagement within the longitudinal line-printing zone of the carriage, and arran ed to be released by the carriage and shi t-frame when the carriage is at the extreme of its travel in one direction.

Another object is to provide a truck having a pair of anti-friction rolls at each end thereo to cooperate with a pair of carriagerails, and each truck provided with a center gear to engage rack-teeth in both rails, the ratio of radial movement between the gear and the anti-friction rolls being such that the longitudinal travel of said truck and rolls will be only one-half the longitudinal movement of the carria Other features and adiantages will hereinafter appear.

In the accompanying drawings,

Figure 1 is an end elevation of the carriage, with parts of the shift-frame and main frame broken away.

Figure 2 is a plan view of the stationary shilft rails with parts in section.

tical section of the races.

Figure 4 is a rear elevation of the main frame side plate at the left.

Figure 5 IS a sectional view of Figure 4.

Figure 6 is a side view of the truck, with parts in section.

5 Figure 7 is an end view of Figure 6.

gure 3 is an enlarged transverse ver-- Figure 8 is a section on the line X of Figure 6.

The present embodiment of the invention is shown in connection with a typewriting machine of the character forming the subject-matter of my co-pending application, No. 697,476, filed March 7, 1924, wherein is shown and described a typewriting machine having a typing s stem tilted rearwardly, so that the type-hars are inclined rearwardly in printing position, and the printing plane of the type-faces is correspondingly inclined.

The machine includes a main frame having side plates 10, each of which is provided with an inwardly-extending lug 11, and a type-segment 12 is secured to the lugs. Referring to Figures 1 and 2, it will be seen that the plane of the lugs inclines rearwardly toward its top, and the segment is inclined in the same manner. The carria e-shiftframe includes end plates 13 suitahly connected, and each plate is supported by a pair of links or arms 14 and 15, the links pivoted at one end to the main frame, and at the other end to the shift-frame. Each pair of links is about parallel, the pivotal connection with the main frame being at the rear ends of the links. The arrangement is such that when the shift-frame is lifted it is constrained to move rearwardl the component of the two forces shifting t e frame parallel with the angular printing plane of the typefaces.

To adjust the ends of the platen independently of each other either forwardly or backwardly, to secure evenness of type impressions throughout the line of typing, each of the links 14 and 15 is so connected that the same may be bodily shifted endwise (together with the contiguous portion of the shift-frame) independently of all the other links. For this purpose, one end of each link is mounted upon an eccentric pivot, which is turnable to change the eccentricity thereof. In the present instance, the eccentric pivots connect the links with the main frame. As shown more particularly in Figure 5, the link 14 is connected to the main frame by a pivot 17 having an annular groove 19 intermediate its ends engaged by a set-screw 18, threaded through the main frame. Said screw prevents longitudinal movement of the pivot while permitting rotation thereof, and it is turned by means Ill of a hexagonal head 21, the link 14 being mounted on an eccentric portion 20 of the pivot, which is between the head 21 and the a body 17 of the pivot. The pivot 26 which connects the link 15 with the main frame is journaled in an opening in the main frame, and said pivot has an annular groove 28 engaged by a set-screw 27 to rotatably connect the same with the main frame. The pivot has an eccentric portion 25 which is received in-an opening 24 in a rod or bar 23 connecting the links 15 at the opposite sides of the frame. The link 15 is journaled on a reduced portion of the rod or bar between the same and the adjacent side plate 10. When either pivot 17 or 26 is turned, the eccentric portion thereof is shifted angnlarly, and the position of the adjacent link is changed, thus to move the adjacent portion of the shifting frame toward or from the typing system. -The ends of the shift-frame may be simultaneously moved, or independently, as may be desired. Thus the frame may be adjusted angularly, and it may be tilted forwardly or rearwardly by making the necessary adjustment of the links 15, or of the links 14.

Each of the end plates .13 of the carriageshift-frame has at its ends inwardly-extending ears or lugs 29 and 33, and rails 31, 32 in the form of channel members, are secured to the ears. Each of the rails is right angular in cross-section, and the rail 31 at the rear of the frame is adjustably connected with the ears by means of screws 30 which engage elongated slots in the rail. The forward rail 32 is riveted to the cars 33, and the carriage 34 has similarly shaped rails 34 which co-operate with the rails 31 and 32 to formraces. The rails 34 are formed by bending up the front and rear edges'of the base plate of the carriage, as shown, and each rail 34 has a bearing surface parallel with'and spaced apart from a bearing surface of theadjaeent fixed rail 31 or 32, as the case may be. A bearing truck is arranged between each pair of co-operating rails. The truck, which is a hollow body formed of sheet-metal, or the like, has journaled thereon a plurality of pairs of friction rollers 35, a pair being arranged at each end of each truck. Each of the rollers 35 is journaled in the truck, and the walls thereof are cut away, so that the peri hery of each roller extends beyond the wal s of the truck. The members of each pair of rollers have their axes 38 and 39 at right angles, as shown in Figures 6 and 7, and the rollers at one end of the truck are symmetrical with those at the other end.

- Referrin to Figures 1 and 3, it will be seen that e rails 34 are between rails 31 and 32, the arrangement being such that when the trucks are in place'the carri e is locked in rolling engagement with the 'ftframe, that is, the carriage may move freely longitudinally, but it cannot lift away from the shift-frame. The carriage is, however, easily released from the shift-frame by detaching the rail 31, which may be done by releasing the screws 30. Since the screws engage slots in the rail 31, said rail may be adjusted toward and from the rail 32 to provide the proper engagement between the rollers of the trucks and the rails. It will be seen, by referring to Figure 3, that each rail has a surface for engagement by each roller of a pair.

Mechanism is provided whereby each bearing truck may travel differently with the carriage. Said mechanism includes a toothed wheel 40 which is journaled, as indicated at 41, in an opening extending transversely of the truck, between the pairs of rollers. The plane of the toothed wheel is diagonal to the truck body, and the walls of the body are cut away, so that the wheel extends beyond both sides thereof. The lower edges of bothrails 31 and 32 are provided with teeth, indicated at 42, and the free ends of the rails 34 have similar teeth indicated at 43. The series 42 and 43 of teeth at each side of the carriage-frame are directly 0 posite, and both series are engaged by he teeth of the wheel 40 of the adjacent truck.

This arrangement prevents the possibility of the truck creeping out of proper relation with respect to the carriage-movement, when the carriage is violentlythrown to the right hand.

Referring to Figure 2, it will be seen that the teeth 42 are at the center of the rails, extending for a distance on each side of the center, the series occupying about one-third of the length of the rail. At the right-' hand end, each rail is cut away to the depth of the teeth. This provides an easy method for removing the trucks. When the carriage is forced to the right, to the extreme of its movement in that direction, the toothed member 40 is just out of engagement with both series of teeth 42. By means of a rod or key pushed into raceways from the left of the machine, the trucks may be pushed out at the right-hand end, thus releasing the carriage from the shift-frame. It may also be released by detaching the rail 31. The arrangement provides for a ready interchange of carriages and platens, and for easy access to the carriage-feeding mechanism, ribbon-vibrating mechanism. and other parts which are directly beneath the carriage.

The adjustable connection between the main frame and the carriage shift-frame permits an exact positioning of the carriage with respect the segment, so that the platen printmg line may be brought into coincidence with the printing plane of the t e-faces, and without the necessity for any 0 ange in the position of the segment.

By means of the adjustable rail 31 any tightness or looseness of the bearings between the carriage and the shift-frame may be eliminated. When the rail is detached, the carriage may be removed as a unit. This may also be accomplished by first removing the trucks, as abovedescribed, after which the carriage may be lifted bodily from the shift-frame.

Variationsmay be restored to Within the scope of the invention, and portions of the improvements may be used without others.

Having thus described my invention, I claim:

1. In a typewritingmachine, the combination of a pair of carriage-raceways provided with teeth out through the diametric opposite edges thereof, an anti-friction hearing within the .raceways, including a tubular truck formed into a square cross-section from a single piece of sheet-metal and having formations at each end thereof to pivotally support and house -a pair of antifriction rolls to engage the raceways, and a truck-timing gear pivoted to the truck to jointly engage with the rack-teeth in both raceways.

2. In a typewriter-carriage and track mechanism having a grooved rail on the carriage and a-- grooved guide-track opposed to the rail and co-operat ing therewith to form.

a raceway, antifriction bearing members rolling in said raceway, and a truck within said raceway connecting said bearing members, the combination of a pinion on said truck and extending through said raceway between said grooved rail and said grooved track,'and racks meshing with said pinion on its opposite sides, said racks being upon the rail and track respectively.

3. In a typewriting machine having a carriage-frame with grooved rail-portions on its front and rear edges, and having grooved tracks opposed to the grooves in the carriage-rails and forming therewith front and rear raceways, and also having antifriction bearin members rolling in the raceways, the combination of trucks within said raceways, each truck connecting the bearing members in its raceway, pinions on said trucks, each pinion extendin through its raceway between the groove carria e-rail and the grooved track, and a pair 0 racks for" each raceway, the racks in each pair meshing with their pinion on its opposite sides and being upon the track and rail respectively.

4. In a typewriter-carriage and track mechanism having a grooved rail on the carriage and a grooved guide-track opposed to g .the rail and co-operating therewith to .form

rail and track being channel-bars struck upfrom sheet metal, with edges at diametrically opposite portions of the raceway, and said racks being formed in said edges.

5. In a typewriter-carriage and track mechanism having a grooved rail on the car-' 'riage and a grooved guide-track opposed to the rail and co-operating therewith to form a raceway, antifriction bearing members rolling in said raceway, and a truck within said raceway connecting said bearing members, the combination of a pinion on said truck and extending through said raceway between said grooved rail and said grooved track, and racks meshing with said inion on its opposite sides, said racks being upon the rail and track respectively, the pinion-teeth and the rack-teeth pointing outwardly from the race, the pinion being inclined into the racks, and the rail and rack being sufiiciently separated to form a clearance for the pinion.

6. In a typewriting machine having a carriage provided with a grooved rail opposed to a stationary grooved carriage-guiding track to form a single raceway, the combination with a tubular truck within said raceway, of bearing rollers mounted upon each end of the truck at right angles to each other, a pinion upon said truck, and gears upon the rail and track meshing with the pinion, said pinion protruding from opposite sides of the truck and extending out between the rail and the track.

7 .In a typewriting machine having a carriage provided with a grooved rail opposed to a stationary grooved carriage-guiding track to form a single raceway, the combination with a tubulartruck within said raceway, of bearing rollers mounted upon each end of the truck at right angles to each other, a pinion upon said truck, and gears upon the rail and track meshing with the pinion, said pinion protruding from opposite sides of the truck and extending out between the rail and the track, the truck hav- 1n openings through which the pinion and afithe rollers protrude, the truck being in the form of a tube.

ALFRED G. F. KUROWSKI.

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