US295338A - Ensdeehge - Google Patents

Description

(No Model.)

, s sheetssheet 1. G. C. BLICKENSDERFER & H. SMITH.

CONVBYBR APPARATUS.

Patented Mar. 18', 1884.

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No. 2851888. Patented MA1. 18, 1884.

Waff; e JJ' ed.

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Nrrnn 'STATES GEORGE C. BLCKEISDERFER AND HERVEY SMITH, OF ERIEVPA.

CONVEYER APPARATUS.

SPECIFICATION forming part of Letters Patent No. 295,338, dated March 18, 1884..

Application tiled February 4, 1854. (No model.)

.county of Erie and State of Pennsylvania,

have invented certain new and useful Improvements in Conveyer Apparatus; and we do hereby declare the following to be a full,

clear, and exact description of the invention, 1

such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to conveyors, such as conveyers of packages, cash, die., in stores, and for other like or similar purposes.

The invention consists in improvements in the construction of the track, the means of switching the cars off the direct track, the means for dispatching the cars from the stations, and other minor improvements that will fully appear in the following description.

In a preceding application by ns part of the devices here shown were mentioned, but not speciiically claimed nor fully illustrated.

The accompanying drawings illustrate our invention, as follows:

Figure l is a perspective view of ne of the stations on the lines. Fig. 2 is a side or elevation View of the matter seen in Fig. l. Fig. 3 is an end view of the saine matter. Fig. L is an end view of one of the cars. Fig. 5 is a section view (vertically) ofthe track, the clip row there seen.

So far as our present invention relates to the track, it consists of the means employed for holding and gripping the track at the several hanging supports or other supports or connections along theline, and of the means for continuing the track by a proper curve at the angles and corners. Figs. 5, 6, '7, and 8 illustrate in detail these.improvements.

The tracks, generally speaking, consist of wires of sufficient strength and size, drawn taut, and set at a proper grade to cause the cars to run by gravity. There are two of these tracks, one leading from the cashiers 'enin g devices placed there.

desk or central station to the salesmens stations along the route, and is marked B in the drawings, and the other leading from the salesmens stations to the cashier, and marked in the drawings A. These tracks at anglepoints pass through hooks or eyebolts, as at S in Fig. 6, and may thus be drawn taut by tightening devices at one or both of their extremes. lf desired, however, the lines may end at each angle, and be drawn taut by tight- At switches, and often at intermediate points, it may be found desirable to support the lines, so as to prevent any-chance of sagging or swaying. rlhis may be done by a hanger coming down from the ceiling, or by a bracket, extending out from the wall or from posts. However the support may approach the line, it must take hold of it from below, and must not embrace it fully, so as to interfere with the tread of the car-wheels, and it should also grip the line so as to pre vent it being raised up out of its bearing ou the support.

In Fig. 5 our construction of this device is fairly shown. C is the hanger or support. Ou its end a screw-hole is drilled and tapped. The Wire or line gripper is formed of two jaws, ci and ci, which have their inner or clamping faces groovcd, so as to embrace the line for more than half of its circumference-that is,

so as to grip it above its center, but not far enough above to interfere with the tread oi the wheelj". The jaw c: is made with alug, ci, to serve as a bea-ring or fulcruin, and the screw c4 serves not only to attach the vise to the hanger C, but also as a grippingscrew. The jaw c may be a part of the hanger C, if desired.

ln our previous application we have shown the taut wirepassing an angleoy angular bends, and a piece of curved track attached to it to form a properly curved line; but we showed the main line deflected down and the curved piece lying in the same plane as the mainline, so as to form no jolts or obstructions. In the present case we show another method of attaching the curved track, by which the main line does not have to be deflected, for the surface of the curved track is raised above it just enough to allow the flanges of the car-wheels to pass across the main line. This construction is seen in Figs. G, 7, and S. J is the curved IOO track, which is made of cast or wrought metal and formed to the proper curve. At its ends, on the outside, are grooves to receive the line A, and a side piece or cheek, j, is attached by a screw, j, and wholly incloses the wire. rfhe construction and clamping effect are the same here as in the vise c`Z c, just above described, only the line is wholly inclosed. The top ofthe curve track .I is inclined, so that it rises gradually from the topof the wire A, and lifts the car-wheels sufficiently above the line Abefore the curve is made to allow them to pass clear of said line `when the curve is reached. The top of the curved piece J is rounded to correspond with the form of the line A, so that the car-wheels encounter no difficulty in running on it. The slight incline that is necessary to carry the car-wheels high enough above the line to cross it will of course slightly impede the car, but not enough to do any harm or stop it. hateverl advantage there may be in this construction lies in the fact that nol bending or deflecting the main wire down is required, and if the wire should stretch and need tightening, and thus change the point of attachment of the ycurve track to the main track,no straight ening and redeflecting of the line is required. The'middle part of the curve J may be supported by a hanger, G, or it may have arms extend'ingback and lying upon the track A, back of the curve.

The next feature of our invention relates'to the'construction and operation of the switches. There are two forms of switches shown inthe drawingswone for taking the cars off the track, and the other for putting them on, one a receiving and the other a shipping switch. The

receiving-switch receives the cars from lineB and stops them at the proper salesmans station, and the shipping-switch is the means by which the salesman starts a car on the track A, which, by its incline, carries the car to the cashier. Figs. l, 2, and 3 show this part of our invention. Both of these switch-tracks extend from the main or direct track to the elevator. Their points-that is, the end neXt the main track-lie in a vertical plane with the main track, (at a point directly above or directly below the main track,) and 'their course then deviates from the track in a curve, the same as the switch or siding'tracks of Vordinary railroads. In our previous applica tion before namedthe switch-tracks were thus arranged, and we shall not-in this instance claim such an arrangement, broadly, as our invention, but inthe said previous application it was stated that the switch-track could be soarranged as to pick the car up by its secondary wheels, but no specific or special claim was made to such an operation or the means for doing so. In this instance we show such a construction and operation, and we also show how the car can be put onto the track by a 'simple arrangement of theswitch-'tracka feature 'not named .or shown in the said former application. After having stated, as

above, that 4the points of the switches lie in a vertical plane with the main track, and that they may be either above or below, it should be stated that the cars are provided with two sets of wheelsone above the other, as seen in Fig. 4 clearly, and also in Figs. l, 2, and S-and that one of these sets is used while running onthe main track, and the other whileV running on the switclrtrack, all of which was clearly set forth in our previous application.

In the drawings, A is the shipping-switch, and B the receiving-switch, A being the track running to the cashiers desk, and B the track running from the cashier to the salesmens stations. We have shown the shipping-switch imposed above the direct track, and the rereceiving-switch below the direct track. This order maybe reversed without any change of effect, or they may be both arranged above or both below, and in no away affect the result or materially change the construction. XVe have simply shown one above and the other below for the purpose of illustrating the fact that the sw`itch-track may be either superimposed or subiinposed, as desired. As stated in our previous application, the essential feature is that the switch-track must lie in a substantially vertical plane with the direct track. It may deviate a little from an exact vertical plane, but not enough to throw the car oii" its balance. Any such deviation would be detrimental, vbut it might exist without inoperativeness.

IVe will notice the operation, iirst, of a car passing from the direct track to the switch, and, second, of the carvpassing from vthe switch to the direct track. Figs. l and 2 clearly show these movements, the arrows showing the direction of the car, (or the wheels, which are sometimes shown without the whole car being shown.) In running onI the track B, the car has Vused the upper set of wheels, f 2. Vhen it reaches the switch the lower wheels, f', come in contact with and into tread upon the switchtrack B', and as this track is so adjusted as to be 'at a 'less grade or incline than the main track, the wheels fzwill very quickly be lifted above the main track, and at this `point the switch-track curves off and carries 'the car off to one side. The several stations along a line have their switches adjusted at varying dis tances from the main track, the most remote being the nearest 'and the nearest the farthest from the track, and the intermediate in gradative succession 5 and the sets of wheels on the cars Afor the several stations are adjusted near sition of the switch-track as to the maintrack of vthe station to which the car is dispatched; hence a car destined for the most remote sta- Ationwill have its two sets of wheels so 'close together that the carwill pass all the nearer stations without its secondary wheels coming in contact with the 'points of the'intermediatev switches; but when it does reach'the last sta# tion, th'ejswiteh there'is 'adjusted near enough to the direct track to receive the secondary IOC) IIO

vto or far fr'omeach other, according to the lrpowheels, as shown in Figs. l and 2. The point of the shipping-switch is set at a greater incline than the niain track, and as the car runs down the shippingswitch and cornes out over the inain track it is above it, but quickly runs down the incline, so that the wheels f will come into tread upon the main line, and the ear will then run on those wheels to the central station.

It may here be properly stated that the bars or arrns F' or F1, on which'the wheels f or j i are connected, are pivotally connected to the upright I1", so that enough movement may be had to allow the car to hang vertically when the car is going down an incline, but no .more movement should be allowed.

D I) are guides placed at the points of the receivingswitches, to check any swaying of the car and cause it to surely meet the switch. A roller, is tixed on the upright F, to prevent undue friction on. the guides. When the car reaches the elevator on the switch, it runs onto a section of track, B2, which is attached to the elevatorfraine H by the hangers h 7L, and the tiltingbar H', and by the elevator it can be lowered down to the counter. In shipping the cars from the station, they are set onto the track B2, is seen in Fig. 2, and when the elevator is drawnfup so that the track B2 will come opposite the shipping-switch A', the point of 'the tilting-lever II comes in contact with the finger I and tilts the bar H until it hits the stop i. rllhis action gives the car a start and sends it off onto the track A', whence it runs onto the track A, Aas above described'.

What we claim as new isl. In a conveyer apparatus, substantially as shown, the combination, with a track formed of a taut wire, of a hanger or support having thereon a clainp which grips the track below its face and holds it against vertical, lateral, and longitudinal movements, substantially as shown.

2. In a conveyer apparatus, substantially as shown, the combination, with the track, of a hanger or support having thereon the claxnp formed of the parts ci, c", and 0*, constructed and arranged to operate substantially as and for the purposes set forth.

In a conveyor apparatus, substantially as shown, the combination,with a taut wire track which passes corners or curves by angular bends, of a curved trackfornied of a separate piece of metal, which is clamped upon said main track, substantially as shown, and has its face in a plane above the plane of the inain track.

4. In a conveyer apparatus, substantially as shown, the coinbination,with a taut wire track which. passes curves or corners by angular bends, of the curved track-iron J, cheek-pieces j j, and means, substantially as shown, for clamping said parts upon said main track.

5. In a conveyer apparatus, substantially as shown, the combination, with the main track and a car having two sets of wheels-one above the other-ot' a switch-track having its point lying in a vertical plane with the niain track, and graded at an angle to the grade of the main track, and adj usted at a distance froin the niain track corresponding with the distan ce the said sets of wheels are apart on the car, whereby the car passing said point on one set of wheels on one of said tracks will be engaged by the other track on the other set of wheels, sub stantially as set forth.

6. In a conveyer apparatus, substantially as shown, the combination, with a main track and a car having two sets ofwheels-one above the other-of a switch-track for taking cars off the main track, which has its point lying in a vertical plane with the inain track at a distance therefrom corresponding to the distance apart of the sets of wheels on the ear, and adjusted so as to receive the tread of the set of wheels not in use on the inain track, and which is graded at such au angle to the grade of the inain track as to raise the set of wheels used on the main track suiieiently above the saine to clear it as the ear runs onto the curve of the switchtrack, substantially as shown and described.

7. In a eonveyer apparatus, substantially as shown, the combination, with a main track an d acar having two sets of wlieelsone above the other-of a slugging-switch for shipping ears onto said main track, which has its point lying ina vertical plane with the main track, and is at a sufiieient distance therefrom. at a point near the curve of said switch to carry the set of wheels not in use thereon over the main track, and from thence toward its extreme point grades sufficiently toward the main track to bring the said wheels into tread upon said main track, substantially as shown and described.

S. In a conveyer apparatus, substantially as shown, the combination of the following cleinents: two inain tracks, one grading from and Vthe other to the stations; two switclitracks at each station, one, A', for shipping cars ont-o the track A, which grades from the station, has its point in a vertical plane with the track A, and graded more precipitously than said track A, and the other, B', for receiving cars from the main track B, which grades toward the station, has its point in a vertical plane with said track B, and graded less precipitously than said track B5 and, iinally, a ear to be received at and shipped from said station, which has two sets of wheels, one above the other and dista-need from each other to correspond with the distance the said switchesr are adjusted in a vertical line from the said main tracks, substantially as shown and described.

9. In a conveyer apparatus, substantially as shown, the combination of the following elements: two inain tracks, A and B,which grade in opposite directions, and arranged one above the other; twoswitches at each station, one, A', for placing cars on the track A to ship them from the station, and the other, B', to take cars off the track B, said switches being arranged one above the other; and, finally, au

elevator having a section of track, B2, which IOO IIO

can be brought into line with either of said I as shown7 the combination, with the shippingsWitoh-traoks A or B by the movement of l switch A, of the elevator H, tiltingbar H',

said elevator, substantially as shown and cletrack-section B2, uger I7 and stop fi, as shown,

scribed. and for the purposes mentioned. I 5 5 10. In a oonveyer apparatus, substantially In testimony Whereofwe affix our signatures as shown, the combination, with the shippingin presence ol' two Witnesses.

switch Af, of the elevator H and tilting traok- GEO. C. BLICKENSDERFER. seotion B2, Connected With said elevator, and HERVEY SMITH.

adapted to loe operated substantially as and Titiiesses:

1o for the purposes set forth. J No. K. HALLooK,

1l. In a oonveyer apparatus, substantially i ROBERT H. PORTER.

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