US364626A - Liam wharton - Google Patents

Description

(No Model.) 2 sheetssheen 1.

V'.11NGE11BR. SWITCH FOR OVERHEAD RAILWYS.

No. 664,626. Patented 66116 14, 1667.

FIGLI.

2 Sheets-Sheet 2.

(No Model.)

V. ANGBRER.

SWITCH FOR OVERHEAD RAILWAYS.

Patented June 14, 1887..

., `UNITED STATES PATENT OFFICE..

VICTOR ANGERER, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO WIL- LIAM 'VVHARTONl J R., & COMPANY, OF SAME PLAGE.

" SWITCH FOR OVEPIHEAD RAILWAYS.

SPECIFICATION forming part of Letters Patent UNO. 364,626, dated June 14,1887.

y Application filed March 1T, 1887. Serial No'. 231,262. (No model.)

, To all whom t may concern.-

Be it known that I, 'Vieron-ANGEREE, a subject of thc Emperor of Austria, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Overhead Railways, of which the following is a specification.

My invention relates to overhead railways where one rail is usedand a truck or block travels on the rail, carrying its load below the rail. These railways-are used more especially in machine-shops and like places, and are generally built between rows of machinery and secured to therafters above, and are intended to transfer heavy work from one machine to another. Usually ordinary switcheshave been used to transfer the truck from one track to the other ,'but these switches are greatly in thev way, as space has to be left directly under a perspective view of my improved overheadrailway transfer. Fig. 2 is a side view; and Fig. 3, an end View, looking in the direction lof' the arrow, Fig. l.

A A' are the main rails, hung from the timbers B by hangers a. I have shown in the present instance two rails; but it will be understood that. more than two rails may be used.

Secured to timbers C,l running transversely to the timbers B, are rails D D, on a plane above the main rails, and constituting atrack on which travels the transfer-carriage E. This carriage E is formed of Vtwo frames, c c, connected together at the top by the axles F F', on which are the traction-wheelsf, adapted to the railsD D, and are secured together at their lower extremities by a rail, G, which is on the same plane as the rails A A'.

' The vcarriage G is moved on its rails by a chain, h, which passes over a chaiirwheel, 7i',

l on a shaft, H. This shaft Il is provided at cach side with pinion-wheelsi,`which mesh into pinions j on studs j' on theframes c c. These pinions mesh with gears f', formed on the traction-wheelf on the'axle F, so that by turning the chain-wheel h' the carriage E is traversed on the tracks D D.

Pivoted to a stud, K', on one of the hangers a, nearest therails A, is a cam-lev`er, K, and

on the hangers a a of the rails A A'are pro- 'Vided ca1n-levers L. These two levers K L,

rIhe above-described automatic stops form the subject of a separate application for a patent,

=liled by me on March 25, 1887, -Serial No.

N is a catch-lever hung to one side of the carriage E, and to one arm, n, of this lever is attached an operating-cord, q, and the other arm, n', is notched and beveled on each side of the notch, in order that it may ride over and catch on the stationary lugs p p' at each rail AA A', in order that the rail G may be locked vin line with the rail A or A', as the case may be. To unlock the catch N, the cord q is pulled, raising the catch free from the lng.

The operation of the device is as follows: If,P for instance, a truck, W, on the rail A has to be transferred to the rail A', the carriage E is traversed by the chain and chain-wheel on the rails D D until its rail G is opposite the rail A, when the catch-lever N will rise and drop over the lug p. The rail G will then be locked in line with the rail A; at the same time an arm, 7c3, of the lever K will strike a roller, m, of the lever L, which will depress the arm kf* and raise the arm 7c', the wheel 7a2 on this arm 'raising the lever L by riding underv the camface m', thus lifting the lever. Both levers, when the rails G and A are in line, will be in the position shown by dotted lines in Fig. 3,

and the truck XV can be transferred onto the rail G-fro1n the rail A. The catch-lever is then raised clear of the stop-lug p and the carcarriage E is moved out of line with the rail the stop-lever L drops back into place on the rail A, as also does the lever K on the rail G.

I claim as my invention- 1. The combination, in an overhead railway, of a series of main rails and a track, D, at an angle thereto and on a higher plane, with a carriage, E, traveling on said track and earrying a rail, G, which can thereby be moved into line with any one of the main rails, all substantially as specified.

2. The combination, in an overhead railway, of the main rails A A, rails D D at right angies thereto, and a carriage, E, carrying the rail G, shafts F, Ff, and I-l, and chain-pulley h' 15 on the shaft H, and geared to the wheels on the shaft F and adapted to drive the carriage, all substantially as specified.

In testimony whereof Ihave signed my name to this specieation in the presence of two sub- 2o Scribing witnesses.

VICTOR ANG ERER.

Witnesses:

HENRY HowsoN, H ARRY SMITH.

- Correction n Letters Patent No. 364,626.

It is hereby certified that the name of the assignee in Letters Patent No. 364,626, granted June 14, 1887, upon the application of Victor Angerer, of Philadelphia, Pennsylvania, for an improvement in Switches for Overhead Railways, Was erroneously vvritten and printed William Wharton, Jr., 8u Gornpan'y57 that said name should have been Written and printed William Wharton, Jr., and Company, Incorporated; and that the said Letters Patent should 4loe read with this eorreetion therein that the same may conform to the record of the ease in the Patent Ooe.

Signed, oonntersigned, and sealed, this 28th day of June, A. D. 1887.

D. L. HAWKINS, Acting Secretary of the Interior.

[SEAL] t Commissioner of Patents.

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