US2567438A - Roller coaster of the loop-the-loop type - Google Patents

Description

Sept. 11, 1951 c. L. MCBRIDE ROLLER COASTER OF THE LOOPTHELOOP TYPE Filed March 15, 1946- 5 Sheets-Sheet 1 {Q Q m H F INVENTOR, BY dkarlesLMzBnkle;

' Sept. 11, 1951 c. L. MCBRIDE 1 2,567,438

ROLLER COASTER OFTHE LOOP-THE-LOOP TYPE 3 Sheet s-Shee't 2 Filed March 15, 1946 l NVENTOR,

B MAM/31% ATTORNEY.

Sept. 11, 1951 c. L. MCBRIDE 2,567,438

ROLLER COASTER OF THE LOOP-THE-LOOP TYPE Filed March 15, 1946 5 Sheets-Sheet 5 16 INVENTOR;

BY V

Patented Sept. 11, 1951 ROLLER, COASTER OF THE LOOP-THE-LOOP P .TYE

Charles L. McBride, Tampa, Fla., assignor to Joy Toys, Inc., Tampa, Fla., a corporation of Florida Application March 15, 1946, Serial No. 654,711

This invention relates to amusement devices and particularly to roller coasters of the loopthe-loop type, especially of the toy variety, wherein a vehicle travels over an inclined or undulating track.

There have been many examples of the present type of apparatus heretofore on the market. In the main, they have fallen into three basic categories. The first of these comprises a simple track arrangement on which a car coasts down an incline to gain sufficient momentum to carry it up an incline or around a vertical loop in the track and then coasts along a section of track to a terminal. In this arrangement, the car has to be moved by hand from the terminal at one end of the apparatus back to the starting point at the other end of the apparatus. In the second type the car runs on a section of track similar to the first type, with the exception that the car runs up an incline after passing through the loop and, at the end of the incline, is switched to another track substantially below the first track, whereupon the car runs in reverse to a terminal point immediately below the starting point. In this variety it is also necessary to. lift the car by hand from the terminal point to the starting point. The third variety is automatic in its operation in that the track is in the form of a horizontal loop, with the ends of the loop at higher elevations than the central portion and a vertical loop in one of the side sections. In these arrangements the cars gain sufficient momentum in running down the inclinesfrom the ends of the loop to carry them to the elevation at the opposite side. In some instances chain elevators are employed to lift the cars to the elevated portions of the track, but this is more apt to be found in full-scale amusement park apparatus than in toys.

In the first two arrangements described above, it is necessary to move the car by hand from the terminal points to the starting points for a repeat performance. This means that the operator must be continually moving the car from one end of the apparatus to the other in order to have the pleasure of seeing it run through the course of the track. The third type of apparatus has the disadvantage of coveringconsiderable floor space, which is frequently at a premium in the modern house. Furthermore, without the use of elevators, the car does not always complete the course of the track and must be lifted by hand to one of the elevated points thereof.

, Regardless of the type of apparatus, there are 3 Claims. (Cl. 104-55) certain undesirable features that are universally characteristic of the prior art apparatus. For instance, in all of the three types of structures it is necessary, in starting the operation of the cars, to lift the cars to an elevated starting point from which they can coast. None of the structures are arranged with a starting point at the station loading platform substantially at ground level at which the cars are automatically stopped, and from which they are automatically started, thereby simulating a full-scale apparatus in substantially complete detail. a

It has been practically impossible to run, simultaneously, a plurality of cars on the same apparatus, of the type employing elevators, as the cars continually bump each other, and miss contact with the elevator mechanism, due to lack of synchronization. Furthermore, in forming a vertical loop, the track is necessarily offset laterally which causes the car runway to be twisted slightly. The prior art cars frequently jump the track or fail to negotiate the loop because their rigid structure does not accommodate the twist in the loop track.

Having in mind the defects of the priorart apparatus, it is an object of the present invention to provide a roller coaster of the loop-theloop type which does not cover an undue amount of space and yet is fully automatic, the car traveling through a complete cycle of the track and repeating the cycle without attention from the operator. It is contemplated that the starting point of the course of travel will be at a loading platform at a lower point in the structure and thereby completely simulate the operation of a full-scale apparatus. The operating parts of the apparatus should be synchronized so that more than one car may be operated simultaneously without interfering with each other, and it is desirable to have controls for stopping of the cars at the loading platform and without affecting the synchronization of their operation when again started. In addition, the cars should have a flexibility of structure that facilitates their negotiation of the laterally offset loop track. Moreover, the apparatus should comprise a simplicity of operation and economy of design without detracting from its stability, appearance and overall appeal.

The foregoing objects and others ancillary thereto are preferably accomplished, according to a preferred embodiment of the present invention, by a track structure arranged in two sections which are located substantially in the same vertical plane and have pivoted sections at each end to transfer the roller coaster cars, that travel thereon, from one track section to the other. Arresting means is provided adjacent the bottom part of the lower track section, within a station and beside a loading platform to stop the cars and provide a starting point for their travel circuit. A chain type elevator is arranged to release the cars from the arresting means and to lift them up an incline to the starting point for the upper section of track. A section of the upper track is pivotally mounted so as to be lifted by the top of a car moved upwardly by the elevator, and thereafter dropped back into place when the car has passed beyond it. The car is provided with an upper framework to bear against and lift the pivoted track section as it passes thereunder.

When released by the elevator, the car rolls down over the pivoted track section around a vertical loop and up a secondary incline. The track of the secondary incline terminates in another pivoted track section which is spring pressed upwardly and latched in line therewith. A snubber is mounted on this pivoted section to arrest the forward motion of the car and release the latch to permit the section to be pivoted downwardly. by the Weight of the car thereon, to become aligned with the lower track section, whereupon the car rolls down the incline of the lower section to the starting point. The pivoted track section is returned by spring action to the upper track. A unique structure is provided in the car by pivotally mounting one or both of the wheel axles and body on a longitudinal shaft which permits a flexibility in the car to facilitate its negotiating the offset track of the loop portion. I

A small motor is provided to operate the elevator, lights are mounted at strategic points on the apparatus to enhance its appearance when in operation, and controls are provided for separately operating the motor and the lights. The power and control svstems are housed in a station and loading platform structure comprising a sheet formed as two U-shaped elements positioned at ri ht ang es, a vertical U element forming the station and a horizontal U element forming the loading platform. The elevator com rises an endless chain carrying spaced, radial pins to contact the cars and lift them up the starting incline. For convenience in storing and shipping, the whole structure may be built in three se arate portions which are arranged to be readily and easily assembled or disassembled.

The novel features that are considered characteristic of this invention are set forth with particularity in the appended claims. The invention itself, however, both as to its or anization and its method of operation, together with additional objects and advantages thereof, will best be understood from the following description of specific embodiments when read in connection with the accompanying drawings, in which:

R g. 1 is a side view in elevation of a roller coaster of the loop-the-loop type comprising the present invention.

Fig. 2 is a top plan view of the apparatus.

Fig. 3 is an end view in elevation of the apparatus.

Fig. 4 is a top plan of a portion of the track, adjacent the starting point, showing one formv of the car arresting means.

Fig. 5 is a cross-sectional view taken on line 5--5 of Fig. 1.

Fig. 6 is a cross-sectional view taken longitudinally through a pivotally mounted end section of track.

Fig. '7 is a side view in elevation of a coaster car.

Fig. 8 is an end view in elevation of a car.

Fig. 9 is a cross-sectional view taken on line 99 of Fig. 2.

Fig. 10 is an exploded fragmentary view in perspective of cooperating adjacent ends of separable track sections.

Fig. 11 is a view in perspective of the station and loading platform structure and drive mechanism.

Fig. 12 is a fragmentary view in perspective of the pivotal end of the track section shown in Fig. 6.

Fig. 13 is a. diagrammatic layout of the power circuits.

Fig. 14 is a cross sectional view of a modified car taken on a vertical plane longitudinally through the car.

Fig. 15 is a cross sectional view taken on line I5-I5 of Fig. 14.

I Fig. 16 is a top plan view of the track and car showing a modified arresting means.

Fig. 17 is a top plan view of another modification of the arresting means, and

Fig. 18 is a cross sectional view taken on line I8-I8 of Fig- 17.

A roller coaster, to overcome the defects hereinbefore enumerated, must have at least four totally distinct characteristics: it must be fully automatic in operation, the cars completing a cycle of the tracks, which are superimposed to conserve space, and returning to the starting point ready to repeat the cycle; it must simulate a full-scale apparatus with the starting point substantially at ground level at a loading platform; its operation must be synchronized so that a plurality of cars may be operated simultaneously; and, the cars must have a flexibility of structure that facilitates their negotiation of the lateral twist in a vertically looped track.

Accordingly, a preferred embodiment of the present invention, referring specifically to Figs. 1, 2 and 3, is constituted by a roller coaster of the loop-the-loop type having an upper track I. including a vertical loop 2, and a lower track 3 substantially beneath the upper track I. The upper track I includes an elevated starting point I at one end, a long decline 5 leading to the vertical loop 2, and an incline 6 from the loop 2 to a terminal point formed by a snubber I. The end section or track 8, in front of the snubber T, is mounted at one end on a pivot 9 and aligned with the inclined track 6 by a latch III that is released upon contact by a roller coaster car with the snubber I. When the latch I0 is released the track section 8 is pivoted downwardly, by the weight of the car, to the position shown in broken lines in Fig. 1, in alignment with a declined section of track I5 in the lower track 3 which leads to the station I6 and loading plat form I1 where the car is stopped by an arresting means I8.

From the station IS, the lower track 3 has an inclined portion I9 leading upwardly to the starting point 4 of the upper track I. One section 20 of the upper track I, overlying the inclined section I9 of the lower track 3, is pivotally attached at one end by a hinge 2| with the declined. Section 5, the other end merely resting on the portion joining the starting section. and the inclined section 19. By this arrangement, the pivotal track section is cammed upwardly by the cars to the position shown in broken lines in Fig. l as the cars move up the inclined section l9. When a car passes beyond the free end of the pivotal track section 20 the said section drops back into position so that the car may run over the said section to the declined section 5.

The starting point for the cycle of travel of the cars is within the station l6 adjacent the loading platform I1. The cars gain momentum rolling down the decline l5, and, as the starting point is on the inclined section I9, the cars do not stop, or stand, at the starting point of their volition. An arresting means I8 is provided to perform this function which, as best shown in Fig. 4,. comprises a pair of corrugated leaf springs which are attached at one end to the opposed front and rear walls of the station housing [6. The springs are positioned just above and parallel to the track section l9 and arranged to grip the opposed sides of the cars between their corrugated portions 25. Thus, as the cars roll down the decline I5, of the lower track 3, and start up the incline I 9 they drive between the springs I 8 and are gripped and held by the corrugated portions until they are removed therefrom and lifted up the inclined section [9 by an elevator mechanism.

Alternative forms of arresting means are shown in Figs. 16 and 17 and include cooperative elements mounted on the cars as well as on the station walls. In Fig. 16 it will be seen that the sides of the car body 55 are provided with corrugations 54, simulating ventilating louvers, which cooperate with springs l8 mounted on the station walls It but which have fiatgripping portions 25'. In Fig. 17 corrugated-springs H0 are mounted on the sides of the car body 55 so as to extend longitudinally thereof and to cooperate with vertically positioned, bowed springs Ill mounted on the station walls l6. Any desired number of the bowed springs l I I may be employed but more positive action is obtained by the use of more than one spring on either side of the track.

As may be seen in Fig. 1, the inclined section I 9 is provided with a centrally located raised channel 26 within which travels the upper run of an endless chain 21 that is supported by sprocket wheels 28 and 29 mounted at the upper and lower ends of the inclined track IS. The chain 2! is provided with a plurality of radially extending pins 30, two being shown, that contact the front of the car as it is held at the station l6. Each of the pins 30, being transported by the driven chain 21, travel up the length of the inclined section of the track l9 and carry a car up the track past the pivotal section 20 to the starting point 4. When a pin 30 is revolved around the sprocket 28, it drops below the car which may then coast down the pivotal section 20 and over the upper track I.

When the car passes around the loop 2 and up the inclined section 6 it is arrested in its forward movement by a snubber 'l' which comprises a bolt 35, loosely mounted, parallel to the track, in an upright member 31. Thebolt head 36 forms the snubber bumper and is resiliently urged forward by a spring 38 coiled around the shankof the bolt between the head 35 and the upright 31, the bolt 35 being retained in the upright 31 by a nut 39 threaded on the end of its shank. The upright 31 extends downwardly through a slot 40 in the track section 8 and is joined with a bar ll extending at right angles thereto and supported by a sleeve or channel 42' depending from the track section 8 infront of the slot 40.

The forward end of the bar 4! is connected by a rod 42 with an arm 43 depending through a slot 5 1 in the track section 8,. from the latch [0 that holds the track section 8 in alignment with the inclined track section 6. The track is then in position for the next car to coast over the upper track I. The latch If! is in the form of a bolt, slidably mounted in a channel 45 above the track section 8, and has an inclined face 46 which cooperates with the end of the track section 6 to retract the latch when the track section 8 swings upwardly from its lower position. A coiled spring 41, anchored to the track section 8, is attached to the arm 43 to return the latch ID to the latching position after it has been retracted. The pivotal shaft axles. and 15, comprises the pivotal mounting of but one 9, which supports the track section 8, is journaled in the end uprights 5i] and springs 52 are coiled around the ends of the shaft 9 with their ends anchored against the track 8 andthe uprights resiliently urge the track section 8 upwardly.

When the front end of the car strikes the bumper 35, the bolt 35 is forced rearwardly, compressing the spring 38 which transmits the motion to the upright 31. This transmitted motion forces the upright 31 and its bar 4| rearwardly, pulling the rod 42 and arm 43 to retract the latch Bil beyond the end of the track section 6. The track section 8 is thereby permitted to pivot downwardly, with the car, into alignment with the declined section l5 of the lower track 3, the force of gravity causing the car to roll down the declined track. When the weight of the car is removed, the pivotal section 8 is swung upwardly by the springs 52. When the track section 8 reaches its normal position, the latch I0 is again hooked over the end of the track 6 by the action of the coiled spring 4'! attached to the latch arm 43.

The type of car best suited for use with the present apparatus and for traveling around the vertical loop 2 is shown in Figs. '7 and 8. It comprises a body 55 on which is mounted a frame including a pair of upstanding curved rails 56 which act as cam surfaces against the under surface of the pivotal track section 20 to force it upwardly as the car is moved up the inclined track i9 by the elevator pins 30. The body 55 is mounted on a longitudinal shaft 51 which is journaled in central bores in the axles 58 on which the wheels 59 are journaled. This structure permits the axles to pivot slightly relative to each other and the body 55 relative to the A modified structure, shown in Figs. 14

axle, the other being rigidly mounted to the body. Although either axle may be so mounted, the rear axle 58 is shown as being journaled in the side walls of the body 55, the front axle 58 having a short longitudinal shaft 51 journaled therein,

the shaft 51' being mounted in the front end of the body 55 and in a cross bracket 55 within the body.

The track is offset laterally in forming the loop 2 and it has been found that a rigidly mounted car. tends to jump the track when traversing the loop 2, whereas the present arrangements permit flexibility between the axles, or between the axles and the body, so that the car can twist as it travels through the loop 2 and has no tendency to leave the track. The track is provided with channels 50 on each side thereof, as shown in Figs. 4, 5, l0 and 12, to form runways for the car wheels 59.

The tracks I and 2 are supported by a plurality of uprights 5| and the end upright 50 which supports the pivotal end of the track section 8 as previously described. The uprights 50 and 5| are mounted on an elongated base 66 formed as an inverted channel member which is best shown in Fig. 3. The station 1'6 is mounted directly on the base 66. Lights 61 are supported at the upper ends of each of the uprights 50 and 5| and at the center of the loop 2 and possibly within the station or loading platform, and their illumination greatly enhances the appearance and attractiveness of the apparatus. A guard rail 68 is placed on either side of the declined track section l5 both as a matter of appearance and as a matter of precaution to prevent the carfrom jumping the track when it drops from the pivotal section 8. Guard members 69 depend from the inclined track Hi to enclose the elevator chain 21. A switch 10 for controlling the lights 61, and a lever II to control the operation of the elevator belt 28, are mounted on the base member 66 in front of the station [6.

To facilitate storage and shipping, the track structure is divided in three sections, having dismountable joints and 16. A shown in Fig. 9, the members of the base 66 are provided with an underlapping tab 11 which may be secured by bolts 18 to the adjoining base member 86. The base members 66 are provided with abutting tabs 19 inturned from their sidewalls and which may be secured together by bolts '80. The track section joints are formed by dovetailing lugs extending longitudinally of the adjoining track sections as shown in Fig. 10. One of the track sections may comprise a centrally located lug 85 that is formed upwardly to lie above the surface of the track section, with lugs 86 on either side thereof extending in a plane of the track surface and lugs 81 on the outsides which are formed downwardly to lie adjacent the under surface of the track section. The adjoining track section may be provided with lugs 98 extending in the plane of the track surface to overlie the lug 81 and underlie the lugs 85. Although not necessary, this track section may also have lugs formed upwardly and/or downwardiy to overlie or underlie the lugs 86. The frictional engagement between the overlapping lugs holds the abutting ends of the track sections together and in perfect alignment.

As shown in Fig. 11 the station l5 and the loading platform are formed from a single sheet of metal that i in the general shape of two U structures positioned at right angles with the ends of one of their arms joining at right angles. One of the U structures is arranged in an upright position and forms the base and sidewalls of the station I 6, whereas the other of the U structures is horizontally positioned with its arms forming the floor and the roof, respectively, and its base forming the back wall of the loading platform IT. The station l6 comprises a power house containing a motor 94 having its axis extending parallel with and midway between the walls of the station 16. The motor 94 drives a worm shaft 95 and worm 96, which drives a worm gear 91 co-mounted with the elevator chain sprocket 29 on a shaft 98 journaled in the upright walls of the station Hi. The lower end of the inclined track section I9 is positioned between the walls of the station 18 just above the sprocket 29 and the arresting springs I8 are .mounted on the inner sides, at the upper corners,

of said walls.

The circuits for controlling the electrical equipment are very simple and are diagrammed in Fig. 13. The power lines Hill, which may be connected to an ordinary house outlet, run to one side of a transformer NH. The transformer IBI is connected to two separate lines, one line I02 running to the light switch 10 and to the lights 61 and back to the transformer by a return line I03, whereas the other line I04 runs to the motor control lever H and to the motor 94 and back to the transformer [0| by return line 105. The motor 94 and the lights 61 are, preferably, the l2-volt type which is harmless to the operator, frequently a child, if shortcircuited.

In view of the foregoing description it is obvious that many features of the present invention may be advantageously employed in fullscale amusement part apparatus as well a in toy reproductions thereof. The invention 'is primarily concerned with the toy apparatus, however, and its operation will be described as such.

The apparatus is packaged for consumer delivery in a disassembled condtion, the three'sections thereof being separated at their cooperating joints 15 and 15. Upon being unpacked the apparatus is combined as a single unit by assembling the joints 15 and I6, overlappin the track lugs '85 and 81 with the opposed lugs 99 and joinin the base sections by bolts 18 and 80. The power lines I00 may then be connected with a convenient source and the apparatus will be ready for operation.

The operator may start the operation of the apparatus by swinging the control lever H to start the motor 94 which operates the elevator mechanism 2'l. If desired, the lights 61 may be illuminated by throwing the switch 10. The desired number of cars may then be placed on the track to start their travel thereover. The cars may be started at the elevated point 4, but, preferably, they are placed within the arresting means 18 in the station l6, where they may be positioned one at a time, each succeeding car being positioned after the previous car has been removed from the station so that their operation will be in perfect synchronism.

A car having been placed on the lower track 3 within the arresting means l8, and the elevator mechanism having been started, one of the eelvator pins 30 will contact the front of the car body and move it up the inclined track 19. As the car approaches the top of the inclined track 19, its upper frame 56 bears against the under side of the track section 20 and pivots it upwardly about its hinge 2|. As the car passes beyond the end of the pivotal track section 20 it will drop into position in alignment between the elevated point 4 and the declined track 5 of the upper track section I.

When the car is lifted to the elevated point 4, the elevator pin 30 is pivoted around the sprocket 28 passing beneath, and thereby releasing the car to permit it to coast down the decline formed by the pivotal track section 20 and the stationary track 5, around the vertical loop 2 and up the secondary inclined track 8. It will be understood that the elevator pins 30 are so spaced and their movement is so regulated that each car is removed from the station I6 and the arresting means l8 before the next car arrives, and also that each car is released at the elevated starting point 4 and descends over the pivotal track section 20 before the next car is raised up the inclined track l9.

When the car has passed up the inclined track 6 it bumps the snubber 1, thereby releasing the latch l and permitting the track section 8 to be swung downwardly around its pivot 9, due to the weight of the car. When the track section 8 swings down into alignment with the declined track l of the lower track 3, gravity will cause the car to roll oiT the track section 8 and along the lower track 3 to the station l6, Where it is stopped by the arresting means 18. As soon as. the pivotal track section 8 is relieved of the weight of the car, the springs 52 resiliently urge it upwardly into alignment with the inclined track 6 of the upper track I, the latch operating to secure the track section 8 in position ready for the next car.

Although certain specific embodiments of the invention have been shown and described, it is quite obvious that many modifications thereof are possible. The invention, therefore, is not to be restricted except insofar as is necessitated by the prior art and by the spirit of the appended claims.

That which is claimed, as new, is:

- 1. An amusement apparatus comprising a plurality of substantially superimposed tracks adapted to support a moving car and having their ends at one end, adjacent to each other, and a section of the end of the upper track being pivotal downwardly to coincide with the end of the lower track, said pivotal section being resiliently biased upwardly and latched in alignment with said upper track, a buffer on said pivoted section to receive the impact of a car, and means actuated by said buffer upon impact of a car to release said latch and to cause said section to pivot down to said lower track to permit said car to move onto said lower track.

2. An amusement apparatus comprising, in combination, a pair of substantially superimposed tracks adapted to support a plurality of individual moving cars, each of said tracks having a declined and an inclined portion forming a dip, the two tracks having their ends adjacent to each other, transfer devices adjacent the opposite ends of said tracks and adapted to transfer a movable car from one track to the other, a frictional device on and near the lower end of the inclined portion of the lower track and engageable with a car and acting to stop a car moving up said incline of said lower track, a conveyor belt having pins thereon adapted to engage a car that is stopped on said incline by said frictional device and adapted to move said car up said incline and past the respective transfer device to the upper track and means engagin and operating said conveyor belt, the said pins being spaced apart on the conveyor a pre-determined distance which establishes a pre-determined lapse of time between the moving of one car from said frictional device and the moving of a following car from said frictional device.

3. An amusement device comprising upper and lower tracks one above the other, each track having an incline and a decline joining at their lower ends, the incline and decline of the upper track being respectively over the decline and the incline of the lower track, the lower end of a length of th upper end of the decline of the upper track being hinged to the adjacent decline track length to swing vertically and having its upper end resting on the incline of the lower track, the incline of the lower track extending upwardly beyond the end of said hinged decline portion of the upper track, said swingable end of the upper track being swingable upwardly by the top of a car moving up the incline of the lower track and allowing the car to pass by and onto said extending end of the incline of the lower track, a standard supporting the upper track at the upper end of its incline, a length of the upper end of the incline of the upper track being hinged at its upper end to swing vertically on said standard and carrying at its lower end a spring latch releas-ably engageable with the adjacent incline track length, said latch including an operating member mounted reciprocally on the upper. end of said swingable length of incline of the upper track and in the path of a car moving up said swingable incline length, whereby when an upwardly moving car strikes said operating member said member is moved on the track, releasing the latch and the weight of the car on said swingable incline length of upper track swings the lower end of said swingable incline length of upper track down on the decline of the lower track and the car passes by gravity from the swingable upper track incline length, when so lowered, onto the decline of the lower track, spring means mounted on said standard and engaging said swingable upper track length and adapted when said swingable upper track incline length is free of a car to swing said track length upwardly and latch said track length to the adjacent track length of the upper track, friction means on and near the lower end of the incline of the lower track adapted to engage, stop and hold against downward movement a car attempting to pass up said incline, and power means including a driven chain mounted on the incline of the lower track and having lugs positioned to engage a car when held by said friction means and to move the car out of the grip of said friction means and up the lower track incline to its upper end portion beyond the upper end of the upper track decline and there to release the car to pass down from said upper end portion of the lower track incline onto the decline of the upper track, the length and slant of the inclines and declines of the upper and lower tracks being such that a car released at the top of the incline of the lower track moves by gravity down the decline of the upper track, up the incline of the upper track and down the decline of the lower track and up the incline of the lower track and into the grip of said friction stopping and holding means.

CHARLES L. McBRIDE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,040,125 Bickford Oct. 1, 1912 1,074,185 Lockwood Sept. 30, 1913 1,550,140 Bennington Aug. 18, 1925 1,575,089 Becker Mar. 2, 1926 1,599,982 Bauer Sept. 14, 1926 1,672,092 Russell June 5, 1928 1,776,262 Noir et a1 Sept. 23, 1930 1,839,054 Schmeck Dec. 29, 1931 1,881,151 Traver Oct. 4, 1932 1,911,240 Rosenthal 1 May 30, 1933 2,260,003 Coderre Oct. 21, 1941 FOREIGN PATENTS Number Country Date 172,431 Great Britain Dec. 15, 1921

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