US275465A - capen - Google Patents

Description

(No Model.) 4 Sheets-'Sheet 1. T. W. CAPEN.

OVER-HEAD TRAVELING APPARATUS. No. 275,465. Patented Apr. 10,1883.

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(No Model.) 4sheets-'sheen 2.

I T. W. CAPEN.

OVER-HEAD TRAVELING APPARATUS.-

No. 275,465. APatentedApr.10,1883.

Thomas; W Capel@ By his Attorneys N. Firms mwumgnpner. wavhnmon. D. C.

OVER-HEAD TRAVE LING APPARATUS.

Patented Apr. 10,1883.

(No Model.) 4 Sheets-Sheet 4.

` T. W.V GAPEN.

OVER-HEAD TRAVBLING APPARATUS.

No. 275,465. Patented A.p1-.1o,1883.l

UNITED STATES PATENT OFFICE.

THOMAS W. CAPEN, OFUSTAMFORD, CONNECTICUT, ASSIGNOR TO THE YALE LOCK MANUFACTURING COMPANY, OF SAME PLACE.

OVERHEAD TRAVELIG APPARATUS.

SPECIFICATION forming part of `Letters Patent No. 275,465, dated April 10, 1883.

Application flcd October 27,1882.

To all whom it may concern Be it known that I, THOMAS W. OAPEN, of Stamford, in the county of Fairfield and State of' Connecticut, have invented certain new and useful Improvements in Overhead Traveling Apparatus, of which the following is a speciiication, reference being had to the accompanying drawings.

My improvements relate to overhead traveling apparatus of the kind in which the tracks are supported from above. Previous to my invention it was customary to have the trolleywheels run on top of the track. The difficulty with this class of apparatus therefore was that the track could not be made of yany considerable length, because the wheels could not pass its supports. Hence I provided for running the trolley upon the lower flanges of' the trackrail or I-beam by inclining the trolley-wheels outward at their tops, so that they would run clear of the track-supports and bear properly upon the inclined surfaces of the bottom iianges ofthe rail. This enables a track to be made continuous and circular. or oval or straight, and of any desired length, and also enables switches to be conveniently arranged to carry the trolley over long distances in various directions without obstruction. A great advantage arises also from inclining the trolleywheels so that their axes are parallel to the top of the bottom flange of the Ibeam on which theyrun. This gives an even bearing of the wheels on the I-beam at all parts of its surface, and renders the motion of the trolley perfectly easy and smooth. Heretofore this same result has been attempted by inclining the surfaces of' the wheels; but as the diameters of the wheels at different points are then different, when the wheels are revolved a considerable amount of grindingand friction takes place between their surfaces and that of the I-beam. In order to accommodate this peculiar trolley, I have provided a peculiar means of supporting the tracks from above which is economical in construction, and whereby the spread of the wheels or distance between them at their tops shall not be too great, and their 'diameters may be sufficient for easy running,

and as great as the size of the flanged trackbeam will permit.

(N0 model.)

In the accompanying drawings, illustrating my invention, Figure l is a side elevation of a trolley and a section of the track-rail. Fig. 2 is an end elevation, partly in section, of the trolley upon the rail. Fig. 3 is a plan view of 55 the track, showing a single switch. Figs. 4 and 5 are enlarged details in elevation of parts of the switch mechanism. Fig. 6 is a plan view of the track, showing a double switch. Fig.

I is an end elevation of the main track and 6o the double side tracks, showing how they are secured to an overhead supporting beam. Figs. 8, 9, and 10 show a modied form of switch-rail-supportin g device which does away with the support from the fixed rail; but it is not herein claimed.

Referring to the letters upon the drawings,

A indicates the track-rail, provided with upper and lower anges, as illustrated. B indicates the trolley-frame, and C its inclined bearings 7o and wheels, the latter supported upon the lower flanges of the rail. I use preferably four of these inclined wheels, two upon each side of the rail.

In order to support the track-rail from any suitable truss frame or girder above, by occu pying as little space laterally beneath the top ange of' the rail as possible I form a mortise or socket, D, through the upper flange, and extending down a short distance into the web ot' 8o the rail. Within this socket I insert a nut, E, large enough to bear on the under surface of' the upper flange, and I screw the lower end of the bolt F into it. The upper part of the bolt passes through an overhead girder cr other support, to which it is securely fastened, and thus firmly sustains the track-rail. The nut takes up but little space laterally, and allows the upper parts of the wheels therefore to reach as high as the upper rail-Hange will per- 9o mit. By means of the switches, either single or double, as shown in Figs. 3 and 6, the track may be run to any desired point in a building, or from one building to another.

The construction of switch which I prefer is 9 5 as follows: A section, Gr, of the track is pivoted at H, and at its other end is free to swing from the main track either way to connect with one or with either of two side tracks when two are employed. The adjacent ends ot' the roo rail A and of the side tracks must support the free end of the switch-rail G, and the bolt and nut E and F must therefore be near enough to the ends of these rails to support their weight and that of the free end ofthe switchrail. By this construction no separate holding device isncccssary for supporting the switchrail or for securing it in place. rlhe free end of the switch-rail has a portion extending through the bottom flange and part way up through the web, cut away, as shown in Fig.

5, and also has a rider, I, secured to its top.

On each side of the upper part of the web not cut away, which forms a projection, K, I secure a plate, L, which extends below the projection K, thus forming a locking groove or recess, as shown in Fig. if. Each end of the fixed portion of the track adjacent to the free end ofthe pivotcd switch -rail is cnt away through the top flange and a portion ot' the web, as shown in Fig. 5, so that the remaining portion of the web not cnt away will lit into the recess formed by the plates L.

When it is desired to move the switch-rail G from one track to another it is only neces sary to lift up its free end and slide it over to the next track, when it will drop down, so that the recess above mentioned shall be filled by the flange, and the plates L will lock it firmly in place. rlhe plates L are beveled at N, so that they will readily slide u p over the web of the track to which the switch is being adjusted. The rider I merely serves as a slidebeariu g to prevent the free end of the switch from dropping when it is being switched.

I might employ a switch-locking device not attached to the switch-rail, and it might of course be in a different position from that shown. Again, it is practicable to support the free end of the switch-rail without depending upon the ends of the fixed rail or side tracks. An illustration of such a supporting device is shown in Fig. 8.

XVithout confining myself to the specific forms of the parts shown and described, and having thus set forth the substance of' my improvements, what I claim, and desire to secure by Letters Patent of the United States, is-

1. The combination of' the flanged track-rail provided with the socket I) and the nut E, and bolt Ffor supporting the rail from above, substantially as set forth.

2. The combination of the track provided with the socket D, the trolley resting upon the lower flanges of' the track, the nut E, and thcboltF for supporting the track from above, substantially as set forth.

3. The combination, with the track supported from above, of the pivoted switch-rail G, being cut away at its free end from below, as described, and provided with the projection K and locking-plates L, with two or more fixed track-sections having theiradjacent ends cut away from the top, leaving projecting webs to fit in the locking groove or recess of the section G, substantially as and for the purpose set forth.

4. rlhe combination of' the pivoted switchrail G, cut away at its free end from below, and4 havingthe projection K, with the plates L, beveled at N, substantially as set forth.

5. The combination of' the pivoted switchrail G, cut away at its free end from below, and having` a projection, K, with the plates L, beveled at N, andthe rider I, substantially as set forth.

G. rEhe trolley herein described, consisting of' a suitable Vframe with inclined bearings and wheels, substantially as set forth.

7. In combination with a track supported from above and having flanges on its lower side, a trolley, with inclined Wheels and bearings, to run upon the flanges and escape the track-supports, substantially as set forth.

In testimony whereof' I have hereunto subscribed my name this 26th day of October, A. D. 1882.

THOS. lV. CAPEN.

Witnesses:

, GEO. E. WHITE,

SCHUYLER MERRITT.

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