US2958411A

US2958411A - Conveyor system

Info

Publication number: US2958411A
Application number: US695103A
Authority: US
Inventors: Kenneth L Binford; John W Muller; George J Nelson
Original assignee: Western Electric Co Inc
Current assignee: AT&T Corp
Priority date: 1957-11-07
Filing date: 1957-11-07
Publication date: 1960-11-01
Anticipated expiration: 1977-11-01

Description

NOV. 1, K. L. BINFORD ETAL CONVEYOR SYSTEM 3 Sheets-Sheet 1 fvvEN UR-"s KLEIN/ ERI? J. W.MUI LEQ 5.4.J. NEL. SUN

.1 77- TDFE'IVE U Filed Nov. 7, 1957 Nov. 1, 1960 KL. BINFORD ETAL 2,958,411

CONVEYOR SYSTEM Filed Nov. 7, 1957 s Sheets-Sheet 2 IN VE'N 713/;5

5:, I fl aq/vgg Unite CONVEYOR SYSTEM Filed Nov. 7, 1957, Ser. No. 695,103

8 flairns. ((Il. 198--38) This invention relates to control mechanisms for com veyor systems particularly the control of gates to direct articles from main lines of conveyors to spur lines thereof.

In conveyor systems, including main lines with numerous spur line branching therefrom, the traflic handling capacity of the conveyor system, depends largely upon the efficiency of the controls for the gates leading to the spur lines. It is common practice to provide pins 011 carriers to control the path of movement of each carrier. However, the trafiiic on the conveyor systems of this type requires the positioning of all articles to be conveyed in carriers resulting in repeated operation of portions of the control system for each one of a group of carriers even when all are to be directed to the same spur.

An object of the present invention is a highly efiicient control mechanism for a conveyor system wherein a single carrier for a train of articles may operate any selected gate or group of gates for spur lines of a conveyor system.

In accordance with the object, one embodiment of the invention is employed in a conveyor system in combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and means at each junction for transferring articles from the main line to the spur line, the control mechanism including means disposed along the main line in advance of each junction of controlling the transfer means at selected junctions.

More specifically the control mechanism includes a belt disposed in advance of each spur line and driven by a motor which may be included in a control circuit to be de-energized when its respective gate is to be actuated from one position to another to retard movement of a carriage which causes a change in the position of the gate, until the position of the gate can be changed. Furthermore, there is a time delay between the de-energization of the motor and the actuation of the gate to permit a previous train of articles to move beyond the gate in its present position before it is moved to its new position.

Other objects and advantages will be apparent in the following description when considered in conjunction with the accompanying drawings wherein:

Fig. 1 is a schematic top plan view of a conveyor system embodying the invention;

Fig. 2 is an enlarged top plan view of a portion of a conveyor system;

Fig. 3 is a fragmentary isometric view of a carrier approaching the first spur line, and

Fig. 4 is a schematic illustration of the electrical and pneumatic control for each pur line.

In the present illustration, with reference to Fig. 1, the conveyor system selected to illustrate the invention, includes a main line with spur lines 11, 12, 13, 14, and 16. The spur lines have been positioned closely adjacent each other for the purpose of illustration, it being understood that they may be located at any desired position throughout the length of the main line 10. The 'main line 10, is composed largely of the conventional frame atent ice 2,958,411 Patented Nov. 1, 1960 structure 18 with drive rollers 19 for endless belt 20 and suitable supporting rollers 21 or platforms 22 positioned Where needed in supporting the upper portion of each conveyor belt. These continuously driven conveyor belts 20 do not cover a control area 23 in advance of each spur line. In the control area in advance of each spur line a belt 24 is mounted upon

rollers

25 and 26, the roller 26 being driven by a motor 27. A supporting plate 28 is positioned beneath the upper portion of the belt 24 to support articles thereon and to serve as a braking means for the belt 24 when the motor 27 is de-energized. At each control area 23 gate rails 30 are mounted with their inlet ends 31 and their outlet ends 32 tapered outwardly primarily regarding the inlet ends to assure centering of each carrier in the area.

Prior to considering the structure of the carries, at-

. tention is diected to the general structure of the spur lines 11 to 16 inclusive. They are provided with auxiliary frames 34 supporting driven endless belts 36 at their entrance end to receive carriers and their trains of articles from the main line and to direct them on the roller sections 37 which may be horizontally positioned and driven or slanted downwardly to permit the carriers and their trains of articles to advance by gravity. Each spur line is provided with a gate 413 pivotally supported at 41 and adapted to extend across the main line 10, as illustrated by solid lines in Fig. 2, or to move parallel with the main line, as illustrated in dotted lines in this figure.

In the present embodiment of the invention numerous carriers 44, identical in structure, may be conditioned to travel freely on the main line or to enter any selected one of the spur lines. The carrier shown in Fig. 3 has mainly a horizontal portion 45 to ride upon the main or spur lines of the conveyor system and to support any selected articles provided the extremitie of the articles do not extend above a given limit. This given limit may be a suitable distance above the conveyor to allow all articles to pass beneath a bridge 46 mounted above the drive roller 26 at each control area 23. The carrier 44 has a vertical portion 47 supporting a frame including spaced

vertical members

48 and 49 and a horizontal member 50. A spindle 51 extends between the

vertical members

48 and 49 and has its ends supported in aperture therein. Routing

elements

52, 53, 54, 55, 56 and 57 provided with elongate apertures 58 are mounted upon a spindle 51 and spaced from each other by sleeves 59. Rounded ends 60 of the elements permit the elements to be moved about the spindle 51 until they are perpendicular thereto and parallel with the inner face of the horizontal member 50, after which, they may move downwardly into the position of the element 53 where they will be locked against rocking movement by their engagement with the member 51 Each vertical member 49 has a fixed latch releasing member 62. The structure for each bridge 46 is substantially identical the only exception being in the number of switch arms 65 for engagement with an actuation by the routing element 52 to 57 inclusive. At the first bridge for spur line 11, shown in Fig. 2, there are six arms 65 the first arm being supported by a sleeve-like portion of a switch 66, rockable on a shaft 67 to which all of the other arms are fixed. Therefore, for spur line 11 the freely rockable switch arm 65 carried by the sleeve 66 is positioned to be actuated by element 52 of each carrier whereas the arms positioned for the other elements 53 to 57 inclusive are fixed to the shaft 67. At the bridge for spur line 12 there will be one less switch arm 65 the missing switch arm being for element 52 and the freely rockable switch arm with the sleeve 66 will be positioned for element 53. In similar manners the bridges for spur line 13, 14, 15 and 16 successively will be provided with one less arm 65 respectively for

elements

54, 55, 56 and 57 and the freely sup ported arm with the sleeve 66 will be in the first position in each instance and in the only position for spur line 16. The switch arms with the sleeves 66, may be called control units for the spur lines and the other switch arms at each bridge 46 may be called control units for the throughway or main line.

The shaft 67, rotatably supported in suitable bearing brackets 79 mounted on the bridge 46, has collars 71 fixed to the ends thereof to prevent axial movement of the shaft and to maintain the arm 65 in positions for engagement with their respective elements 52 to 57.. A projection 72 fixed to the shaft 67 has its outer end posit'oned to engage a detent 73 of a latch 74. The latch 74 pivotally supported at 75 by the bridge 46 is normally urged counter-clockwise by a spring 76 into its holding position, shown in solid lines, from which it may be moved into the dotted line position by the fixed element 62.

The latch 74 at each bridge unit 46, is provided with a projection 78 extending laterally in front of the arm 65 of sleeve 66 associated with the adjacent spur line. The projection 78 will vary in length for the different bridge units to be under the control of the arms 65-66 when actuated respectively by the elements 52 to 57, inclusive, for the spur lines 11 to 16, inclusive. The purpose of this arrangement is to adapt the adjacent arm 65 66 when actuated to hold the latch 74 in the dotted line position where it has been moved by the element 62 to hold it free of the member 72 and allow the other arms fixed to the shaft 67 to be free to move downwardly while jointly rocking the shaft. With the free moving arm 65-66 controlling the opening of the gates 40 for the spur line positioned adjacent the latch 74, the actuation of this arm in each instance will release the latch 74 and allow the arms 65 connected to the spindle 67 to swing into their active positions.

Electric and pneumatic controls are illustrated schematically in Fig. 4. Lines 80 and 81 are representative in the present instance of a 110 volt supply. A main switch 82 in line 84) may be closed to condition the control system for operation. A starting switch 83 may be closed momentarily to complete a circuit through relay 84. When relay 84 is energ'zed its contacts 85 and 86 are closed. Contact 85 when closed will complete a locking circuit from line 80 through relay 84, contact 85 to line 81. This circuit arrangement is provided for each spur line which includes the motor 27 for the belt 24. Normally open micro-switches 87 are disposed along the spur line side of the main line to be closed by their respective gates when the gates are closed to the spur lines and open to the main line. Normally open micro-switches 88 are mounted along the edge of the main line away from their respective spur lines to be operated into closed positions by their respective gates 40 moving across the main line of the open portion for their respective spur line. The present illustration in Fig. 4 is for controlling the gate 40 at spur line 11. The free moving arm 65 supported at 66 on the shaft 67 is adapted to actuate tandem contacts 90 and 91. Contact 90 is normally closed and, after energization of relay 84 to close its contacts and with the gate 40 closed to its spur line 11 as shown in Figs. 1 and 4, a circuit is completed through the motor 27 from line 80, through closed switch 197, closed contact 90, closed contact 86 of relay 84, to line 81. If the free arm 65 is rocked upwardly by the first element 52, Fig. 3, by a carrier 44 with articles thereon, the circuit to the motor 27 is opened by opening contact 90, thus de-energizing the motor stopping motion of the belt 24 on the stationary plate 28 which applies a braking force to the belt 24 to stop motion of the carrier and to also stop motion of any articles on the belt 20 leading to the adjacent control area 23.

When the contact 90 is opened, contact 91 will be closed to complete a circuit from line 80, through a timing unit 92, through closed contact 91 to line 81. The timing unit 92 may be of any commercially known type adjustable to complete a circuit from line 86 through relay 93, closed contact 91 to line 81 after a circuit time interval. With the carrier stopped in the control area 23 in advance of spur line 11, the element 52 of the carrier will hold the switch 66 with the contacts 96 to 91 operated as long as the motor 27 remains tie-energized. When relay 93 is operated, closing its contact 94, a circuit is completed from line 80 through closed contact 94, solenoid unit 95 to line 81. The solenoid unit 95 is connected, with a solenoid unit 96, to a suitable arm 97 of an air valve 98. A supply line 99 for air under pressure, extends from a pump 160, driven by a motor 101, to the valve 98 which controls the flow of air under pressure, depending upon its cylinder 103, is connected at 106 to an arm 107 of the adjacent gate 49 to cause movement of the gate about its pivot 108 between the two positions shown in Fig. 4. 'In the present illustration, with the solenoid unit energized to operate the valve 98, air under pressure is directed from the supply line 99 through line 164 to the bottom of the air cylinder 103 to cause rocking of the gate 40 from the solid line position to the dotted line posit'on. At the start of this movement, micro-switch 37 is opened and at the end of this movement micro-switch 88 is closed.

When the switch 66 for a spur line is actuated, the latch 74, Fig. 3, is moved beyond its holding position for the member 72, conditioning the other arms 65, 'connected to the shaft 67, to swing downwardly into their normal or unlatched position. In Fig. 4, the schematic illustration of the control for spur line shows the throughway or main line switch arms 65 connected together by a contact bar 96' adapted when unlatched, to move into the heavy lIne position (from the light line position) to engage the lower contact and complete a circuit from line 80, through motor 27, closed micro-switch 88, bar 96' and its lower contact, closed contact 86 of relay 84, to line 81. At this time motor 27 is energized to drive the belt 24 in the control area 23 and to continue advancement of the carrier 45 and the train of articles or packages following it onto the spur Inc 11.

The gate 40 for spur line 11 will remain open until a carrier designated for some other spur line enters the control area 23 of the spur line 11. At this time, regardless of which of the element 53 to 57 inclusive is in the operating position the control unit for the thoroughway or main line bank of connected switches joined by the contact bar 96 will be moved about the shaft 87 into the light line position shown in Fig. 4. During this action of the control unit or the bank of switches carried by the shaft 67, the circuit to the motor 27 for the area 23 in advance of spur line 11 will be de-energized, causing the belt 24 in this area to act as a brake to stop motion of the carrier, which caused this action, and all articles following it until the gate 40 or spur line 11 is closed. Closing of the gate 40 is brought about by the momentary closing of normally open switch 110 with its upper contact by movement of the bar 96 to complete a circuit from line 80 through a timing unit 111, contact bar 96, closed switch 110 with its upper contact, to line 81. The time interval allowed by the unit 11 permits all articles on the main conveyor designated for spur line 11 to continue past the gate for this spur line prior to closing the gate to the spur line and opening it to the main line. After this interval of time has passed, the unit 111 will complete a circuit from line 80 through relay 112 to line 81. Relay 112 when energized will close its contact 113 to complete a circuit from line 80 through solenoid unit 96, closed contact 113, to line 81. Energization of unit 96 will operate valve 93 to connect supply line 99, through line 102, to top of air cylinder 103 to move the. gate 41) from the dotted line position Fig. 4 to the solid line position. The switch 66 returned to the 'positon shown in Fig. -4, after the leading carrier of articles for supply line 11 passed from the belt 21 to close contact 90 and open contact 91. Therefore, when the gate 40 moves to the solid line position microswitch 87 is closed, completing a circuit from line 80, through motor '27, closed switch 87, closed contact 90, closed contact 86, to line 81. At this time motor 27, for the belt 24 in advance of spur line 11, is energized allowing the carrier held thereon to advanceon the main line. This carrier continues on the main line until it reaches the control area 23 in advance of the spur line where it is designated to travel by the raised element of the group of elements 53 to 57 inclusive.

It should be understood, that with this arrangement only one carrier is necessary for each train of articles, the carrier being adapted to support one or more articles and to lead the way for any number of articles that are to follow it onto the designated spur line. The carrier for the next train of articles must follow the last article in the preceding train. Therefore, the timing of the units 92 and 111 is set to cover the travel time from the control area 23 to the spur line. Once the control unit for the throughway or main line (bank of switches fixed to the shaft 67) has been operated into the upper positions shown in light lines in Fig. 4 the unit remains latched in this position and the arms 65 thereof are so constructed with respect to the elements 52 to 57 inclusive that, although the'fixed element 62 will momentarily open the latch 74 in each instance, the arms fixed to the shaft 67 will hold the member 72 and the shaft against rocking motion until the latch returns to engagement with the member 72 to permit all carriers and their trains of articles designated for the main line or for spur lines beyond the one just closed through the areas of the various spurlines without disturbing the control system therefor. The only time a change is made is when the gate 40 for one of the spur lines is open to the spur line and a carrier is designated for a position beyond the open gate. At this time it is necessary to close the gate to the spur line and open it to the main line. This is accomplished by the unlatching action of the bank of switches carried by the shaft 67 when the switch 66 for the designated spur line is actuated. Furthermore, any carrier with some or all of its train of articles may be designated for any number of spur lines by raising the routing elements for those spur lines. It will travel to the first designated spur line and from there the carrier with any part or all of the train of articles and other articles if desired may be moved back onto the main line by the operator at an open position, where it will continue onto the next designated spur line. The switch 110 adapted to be closed when the bar 96' is moved from the heavy line position to the light line position is adapted to permit the bar to be moved from the light line position to the heavy line position without being closed.

Before reviewing the operation of the conveyor syster it should be understood that the double switch 66 for each spur line is free to rock on the shaft 67 and is normally positioned with its contact 90 closed and its contact 91 open. The switch arms 65 fixed to each shaft 67 have no normal or starting positions. If the switches 65.67 with the contact bar 96' at each spur line are unlatched and the gates 40 closed to all the spur lines, an element 57 for a carrier 44 designated for the last spur line 16 will cause latching of all the switches 65-67 for spur lines 11, 12, 13, 14 and 15. Movement of each bar 96' from bottom contact (unlatched position) beyond the top contact (latched position) will cause momentary closing at 110 of each top contact. This completes each circuit through timing unit 111 to energize relay .112 and solenoid 96. However, the solenoids 96 for the spur lines have been operated previously to cause closing of the gates 40 to all the spur lines, and for this reason nothing happens by the latching of the switches 65-67.

The carrier continues "its travel on the main line with the element 57 latching all the switches -65-67 until it reaches the bridge for the last spur line 16 where the only switch present is the switch 66, positioned to be actuated by the element 57. At the last bridge the bar 96 remains in engagement with its bottom contact. Actuation of the switch 66 will open contact to stop motor 27 and close contact 91 to operate timer 92 to cause movement of gate 40 to open position for the last spur line 16.

Later, if a carrier moves along the main line for any of the other spur lines, such as spur line 15, its element 56 will move under the horizontal ends of its respective switch arm 65-67 at each bridge without disturbing the latched conditions of the switch arms until it reaches the designated bridge for spur line 15. At each of these preceding bridges the releasing member 62 will engage and release the latch 74, but as this is done while the element 56 is moving beneath its switch arm, the latch, when free of the member 62, returns to hold the projection 72, before the element 56 moves beyond its switch arm. When the carrier reaches the bridge for the spur line 15 the element 56 will actuate its switch 66, rocking it on the shaft 67 until its arm 65 engages the portion 73 of its latch 74 and moves the latch free of the projection 72. This brings about opening of the gate 46 for spur line 15 and positioning the switches 65-67 for closing the gate for carriers designated, by their elements 57 for spur lines beyond spur line 15.

It is to be understood that the above described arrangements are simply illustrative of the application of the principles of the invention. Numerous other arrangements may be readily devised by those skilled in the art which will embody the principles of the invention and fall within the spirit and scope thereof.

What is claimed is:

1. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position 011 a carrier to cause the gate, for its respective spur line, to move to the open position, and throughway units supported by the bridges and adapted to be actuated by the routing elements of any subsequent spur line to cause movement of preceding open gates into closed positions.

2. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported thereby for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and adapted to be actuated by the routing elements of any subsequent spur line to cause movement of preceding open gates into closed positions, a control area in the main line in advance of each spur line and bridge, and guide rails for each control area to control the path of movement of each carrier therethrough to align the routing elements with their respective units.

3. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extendring over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and adapted to be actuated by the routing elements of any subsequent spur line to cause movement of preceding open gates into closed positions, a control area in the main line in advance of each spur line and bridge, guide rails for each control area to align the routing elements with their respective units, normally operating driving means for portions of the main conveyor in each control area, and means responsive to the gate opening or closing means for any spur line to render the driving means for its conveyor portion unoperated to stop advancement of carriers in their control area.

4. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate for its respective spur line, to move to the open position, throughway units supported by the bridges and adapted to be actuated by the routing elements of any subsequent spur line to cause movement of preceding open gates into closed positions, a control area in the main line in ad- Vance of each spur line and bridge, guide rails for each control area to align the routing elements with their re spective units, normally operating driving means for portions of the main conveyor in each control area, means responsive to the gate opening or closing means for any spur line to render the driving means for its conveyor portion unoperated to stop advancement of carriers in their control area, and means responsive to the completion of the movement of each gate to render the driving means operated.

5. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and connected for simultaneous actuation between closed positions and open positions, the throughway units having arms spaced to be engaged by their respective routing elements so that a routing element actuating the arm of any throughway unit at any bridge will actuate all throughway units at that bridge.

6. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and connected for simultaneous actuation between closed positions and open positions, the throughway units having arms spaced to be engaged by their respective routing elements so that a routing element actuating the arm of any through? way unit at any bridge will actuate all throughway units at that bridge, and means at each bridge to latch the throughway units in their open positions when the gates to their spur lines are closed.

7. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carrier to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and connected for simultaneous actuation between closed positions and open positions, the throughway units having arms spaced to be engaged by their respective routing elements so that a routing element actuating the arm of any throughway unit at any bridge will actuate all throughway units at that bridge, means at each bridge to latch the throughway units in their open positions when the gates to their spur lines are closed, and a member mounted on each carrier to release each latch, the arms for the through way units being of sufiicient length to cooperate with their routing elements to hold the throughway units open until the latch releasing member frees the latch.

8. In a conveyor system the combination with a main conveyor line, a plurality of spur lines forming junctions with the main line and a gate at each junction actuable from a closed to an open position to transfer articles from the main line to the spur line, carriers for articles, routing elements, one for each spur line, disposed at known spaced positions on each carrier and supported for movement into active or inactive positions, a bridge extending over the main line in advance of each spur line, a local unit supported by each bridge and positioned to be actuated by its respective routing element when in active position on a carried to cause the gate, for its respective spur line, to move to the open position, throughway units supported by the bridges and connected for simultaneous actuation between closed positions and open positions,

the throughway units having arms spaced to be engaged by their respective routing elements so that a routing element actuating the arm of any throughway unit at any bridge will actuate all throughway units at that bridge, means at each bridge to latch the throughway units in their open positions when the gates to their spur lines are closed, and means responsive to the actuation of each local unit to unlatch its respective throughway unit.

References Cited in the tile of this patent UNITED STATES PATENTS 1,655,467 Klyver Jan. 10, 1928 1,804,153 Cowley May 5, 1931 1,917,004 Worrall July 4, 1933 1,992,687 Anderson Feb. 26, 1935 2,253,572 Mitchell Aug. 26, 1941