US394557A - Store-service apparatus - Google Patents

Description

(No Model.) 6 Sheets-Sheet 1.

J. T. COWLEY.

STORE SERVICE APPARATUS.

Patented Dec. 18, 1888.

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(No Model.) 8 6 Sheets-Sheet 2.

. J. T. COWLEY.

STORE SERVICE APPARATUS.

No. 394.557. Patented Dec. 1888.

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(No Model.) I s Sheets-Sheet 3.

J. T. COWLEY.

STORE SERVICE APPARATUS. No. 394,557. Patented Dec. 18, 1888.

N. PETERS. Phawulho n her. Washington. D. C.

(No ModeL) 6 Sheets-Sheet 4.

J. T. COWLEY.

, STORE SBRVIGE APPARATUS. No. 394,557. Patented Dec. 18, 1888.

LA at (No Model.) 6 Sheets-Sheet 5.

J. T. COWLEY.

STORE SERVICE APPARATUS.

N0. 394,552. Patented Dem 18. 1888.

(No Model.) 6 Sheets-Sheet 6.

J T. COWLEY.

STORE SERVICE APPARATUS.

No. 394,557. Patented Dec. 18, 1888.

UNITED STATES PATENT OFFICE.

JAMES T. COIVLEY, OF NEIV YORK, N. Y., ASSIGNOR TO THE LAMSON STORE SERVICE COMPANY, OF BOSTON, MASSACHUSETTS.

STORE-SERVICE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 394,557, dated December 18, 1888.

Application filed May 18, 1887. Serial No. 238,676. (No model.)

To all whom it may concern:

Be it known that I, JAMES T. COWLEY, a citizen of the United States, residing in the city, county, and State of New York, have in.- vented certain new and useful Improvements in Store-Service Apparatus, of which the following is a specification.

My invention relates to that class of storeservice apparatus in which wheeled carriers travel from a central desk to and past a series of counters, each being arrested automatically at its proper station upon one rail, and are conducted upon another rail back to the central desk; and my invention consists in constructing the parts as fully set forth hereinafter, so as to facilitate the transfer of the carriers from one track to the other at the central desk, and the automatic transfer of each car from the main line to its proper branch line, and to lift each car at its station from the lower rail to the upper return-rail.

In the accompanying drawings, Figure 1 is an elevation of sufficient of a store-service apparatus to illustrate the main features of my invention. Fig. 2 is a plan view of the receiving device at the main desk. Fig. 3 is a transverse section on the line 1 2, Fig. 2, looking in the direction of the arrow. Fig. 4 is a plan view illustrating a modification of 0 the transfer device. 5 is an elevation of part of the main rail, a branch rail, and switch device of the track leading from the desk to one of the stations. Fig. (3 is a section on the line 3 i, Fig. 5, looking in the direction of the arrow. Fig. 7 is a side view of the switch and adjacent parts in connection with the upper rails. Fig. 8 is a sect-ion on the line 5 6, Fig. 7. Fig. 9 is a plan of the parts shown in Figs. 7 and 8. Fig. 10 is an end view of the carrier. Fig. 1.1 is a side view of the carrier. Fig. 12 is a side elevation of the elevator. Fig. 13 is an end elevation of the elevator. Fig. 14 is a plan of the elevator on the line 7 8.

For the purpose of illustrating my invention I have shown it in connection with a track consisting of two ways, A 15, the cashiers desk C, and a single salesmans station, D, connected with the main track by a branch track having ways A B, the ways A A inclining downward toward the desk C, and the ways B B inclining toward the salesmans station; but it should be understood that in most instances there are a series of tracks, each extending past a series of salesmens stations and all coin'erging at a single desk, as is common in some classes of store-service apparatus, where a series of carriers travel upon ways back and forth between the desk and the stations.

My improvements relate more especially to the construction of the receiver at the cashiers desk; to the switch, whereby proper carriers are transferred from the main track to the branch track, according to the stations at which they are to be delivered; to the elevator, by means of which carriers are lifted at the salesmans station from the receivingway to the upper delivery-way, and to the construction of the carriers. I have therefore illustrated these portions of the apparatus more particularly without attempting to set forth in detail other features of the structure which do not constitute any specific portion of my improvements.

I will first describe the receiver designated by the letter E in Fig. 1, and illustrated in plan, Fig. 2, and in elevation, Fig. 3.

At the receiver the ends of the upper rail,

A, and of the lower rail, B, are brought to the same plane, and are both supported from a cross-bar, 2, by brackets 23 l, the cross-barbeing supported by a hanger or other device in any suitable manner.

Upon a rod, 3, constituting the lower end of the hanger 5, swings a bracket, F, which carries or is formed to constitute a part of the receiver-track, and being inclined or curved, as shown at j, which provides an effective stop to the onward movement of the carrier, and which bracket may be swung to the position shown in Figs. 2 and 3 to coincide with the rail A, so as to receive a carrier therefrom, or to the position shown in dotted lines, Fig. 2,to coincide with the rail 13, so as to delivera carrier thereto, and the said bracket is provided with a lip, 7, for contacting with stops 8 9 upon or adjacent to the rails A B, to limit the swing of the bracket, so that when the lat ter is in either position its rail portion will coincide exactly with the opposite track-rail. IOO

A spring, 10, is wound around the rod 6 and connected thereto and to the swinging bracket F, and tends to maintain the latter normally in coincidence with the rail A.

The bracket 3 is prolonged downward to form a finger, 12, supporting a stop, 13, in position to contact with a stop, 14, upon the carrier, so as to arrest thelatter before it reaches the receiver, and the attendant may at any time transfer the carrier from the track A to the receiver by tilting the carrier slightly to one side to remove the stop 14 from the stop 13, and then running it onto the receiving.

track, after which the latter is swun g to coincide with the track B, and the carrier is pushed onto the latter by hand. iy these means each carrier is arrested automatically as it reaches the receiver, so that the contents can be removed and replaced, and is then readily transferred to the receiver and to the delivery-track without the necessity of any nice manipulation by the cashier and'without the necessity of removing the carrier from its support, while there is no danger of the derailing of the carriers in any position.

It will be evident that instead of supporting the receiver from apendent hanger it may be supported upon a standard; and while I have shown a swinging receiver it will be evident that the receiving-track may slide to carry the receiver from the rail A to the rail B. Thus in Fig. 4. Ihave showna carriage, G, sliding upon guides 18 18, and carrying the receiver E, having a similar inclined stop, as previously described with reference to Fig. 3, which receiver may be slid from one side to the other, so as to be brought to coincide with rail A.

After a carrier has been sent from the cashiers desk along the rail B it will continue its movement until it reaches a receiving-station or salesmans station upon the main line, or until it reaches the end of a branch line, to which it should be transferred, and the carriers are provided with means whereby such as are to be transferred to the branch line are automatically deflected to said line while others continue to move upon the main track.

The construction of the switches is illustrated in Figs. 5, 6, 7, 8, and 9, and one construction of carrier for operation in conjunction with the switch is shown in Figs. 10 and 11. In said figures,'A' and B represent, respectively, the ends of the upper and lower rails, and A? and B the switch-rails. Adjacent to each switch the upper rails are supported by yokes or brackets I J, and the lower rails by yokes I J, each yoke suspended by a rod or wire, 19,'from any suitable support, and the lower portion or fork of the yoke supporting the main rail while the upper fork of the yoke I supports a guard, H, and the corresponding fork of the yokes J J support each the end of the adjacent branch rail, which has a lug, 21, Fig. 9, projecting from one side and recessed to receive apendent rod, 26, constituting one prong of the yoke. Upon each of the rods 26 swings a bracket, 27, which is connected to or forms part of the switch-rail A or B which is curved, as shown, and is also notched at the outer end to permit it to be thrown over and coincide at the extreme end with the surface of the main rail, and which then rises, forming an elevation, 50, and the heel of the switchrail practically coincides with the end of the branch rail, with sufficient play between the two to permit the switch-rail to assume either of the positions shown in full and dotted lines, Fig. 9. A spring, 28, is coiled around the rod 26, is fastened at one end to the latter and at the other end to the bracket or switchrail, and tends to normally maintain the latter out of contact with the main rail in the position shown in dotted lines,-Fig. 9.

hen a carrier moving in the direction of the arrow, Fig. 5, approaches the switch, the latter will be open, and if the carrier is not to be transferred to the branch track it will pass between the switch and along the main rail; but if it is to be transferred to the branch track the switch-rail will be automaticallycarried to the position shown in Fig. 9, as set forth hereinafter, and the carrier will ride up onto the elevated portion 0a of the switchrail until the flanges of its wheels are raised above the edge of the main rail, and will then move across the main rail onto the switchrail, and from the latter to the branch-rail toward the station.

Then a car is traveling from the salesmans station toward the desk in the direction upon the branch rail A of the arrow, Fig. 7, the side of the carrier is brought against the guard H, which presses laterally against the carrier and forces the latter and the switchrail A against the resistance of the spring 28 to the position shown in full lines, Fig. 9, so that the carrier will pass from the switch-rail onto the main-track rail A, after which the spring will carry the switch-rail back to position shown in dotted lines in said figure.

In order that each "switch-rail B may. be swung to the position shown in full lines in Fig.9 when acarrier is to be transferred to the branch rail B, I provide each carrier with a contacting piece or deflector, K, Fig. 11, so arranged that it will contact with the end of the switch B and move it inward to the position shown in full lines, Fig. 9, before the first wheel of the car is in position to ride onto the switch-rail, and after the car has moved from the switch-rail to the branch rail B the spring 28 will restore the switch to its open position.

-The cars may be differently constructed and provided with different forms of deflectors or contact-pieces; but a preferable construction is illustrated in Figs. 10 and 11. In said figures, L is the frame of the car supported from grooved wheels 29 29, and supporting the re- IOO I lo

ceptacle 30, and provided'with the pivoted gates or wings 31, which close the space be tween the wheel and the frame opposite the hangers of the frame, so as to prevent the cars from being derailed, but which are opened by the contact of lugs 32 upon the gates with properly-disposed fingers when the car is to pass one of the rail-supports, in a manner too well known to need further description.

In the frame moves vertically a slide, M, which is maintained normally in an elevated position by means of a spring, 33, and which is provided with a lug or shoulder, 34, for catching upon the shoulder of a detent or pawl, 35, hung to the frame, and when engaging with the lug 34 holding the slide in its lowest position.

The deflector K is fastened to and carried by the slide M, and when the latter is in its lowest position (see dotted lines, Fig. 11) the deflector will not contact with the switch-rail; but when the detent 35 is swung, to permit the slide and the deflector to rise, the deflector will contact with the switch-rail and switch the carrier. The detent 35 is hung to a shaft, 36, provided with an arm, 37, and a spring, 38, tends to swing the shaft and carry the detent toward the lug 34, so that it will automatically engage with the lug when the slide is depressed, and stops N, Figs. 5 and 6, are arranged upon the yokes J, or otherwise suit ably supported adjacent to the track, so as to contact with the arms 37 of the carriers, and thereby swing the detent and permit the de fiectors K to rise in position to operate the next switch to which the carrier is brought.

As all the carriers are not to be deflected at the same switch, the arms 37 or the stops N are graduated or adjusted (see dotted lines, Figs. 10 and 6) so that only the arms of the carriers that are to be deflected at a switch will strike the preceding stop. I have shown the construction above described for the purpose of illustrating one form of deflector; but it will be evident that different forms of deflectors may be used in connection with carriers and switches describedas, for instance, 1

such different forms as I have illustrated in my application for Letters Patent, Serial N 0. 237,347. arrangements of detent-s and releasing devices may be used, according to the construction and arrangement of the deflector.

The elevator devices are illustrated in detail in Figs. 12, 13, and 14.

suitable form, sliding upon guides which, as shown, consist of two parallel suspended bars, 55 55, constituting a hanger, the said carriage being raised and lowered so as to bring a railsection, Q, thereof into coincidence either with the end of the receiving branch rail B or delive1y branch rail A, each of which is supported by means of a bracket extending from the hanger.

The rail-section Q is pivoted by a 1. in, 37, to

It will also be evident that different the carriage P, so as to take the position shown in either full or dotted lines, Fig. 12, and to the end of the rail-section Q farthest from the branch rails is fastened one end of a flexible elevating-cord, R, which passes around a pulley, 38, carried by an arm, 39, on the carriage P, and also around pulleys 40 41, carried by the hanger, and downward to a suitable reel or other take-up device adjacent to the salesman. Adjacent to the lower track, 13, ispiv: oted a detent-lever, 42, which, when the carriage is in its raised position, is maintained by a spring, I, in a position (see dotted lines) to contact with and arrest the carriers approaching the station upon the rail B; but when the carriage is in position to receive a carrier, or in its lower position, the end of a detent (hereinafter more fully described) contacts with the short end of the detent-lever and carries the latter to the position shown in full lines in Fig. 14, so that the car previously arrested upon the rail B will pass forward onto the carriage.

\Vhen the carriage is in the position shown in Fig. 12, a carrier moving in the direction of the arrow along the rail B will pass onto the pivoted rail-section Q, and the latter being overweighted at the inner end will tilt to the position shown in dotted lines, thereby retaining the carrier in its place; or when the distance between the end of the pivoted railsection and the pulley 38 is sufficient the carrier may then descend upon the cord R, which will swing downward as a loop and permit the carrier to be lowered to any desired extent. The pivoted rail-section is provided with an arm or projection, 43, which, when said railsection is tilted, engages with a detent, 44, consisting of a lever pivoted to a pin, 45, and bearing against the side of the projection 43 when the rail-section Q is in the position shown in Fig. 12, and actuated by a spring, 40', so as to slip under the said projection 42) when the rail-section is tilted, and thus the inclined position of said rail-section is maintained.

If the salesman now desires to transfer the carrier to the upper rail, A, he pulls upon the pendent portion of the cord R, and thereby draws the latter to the position shown in dotted lines, Fig. 12, the rail-section Q maintaining its inclined position, so as to hold the carrier in place, and thus elevates the carriage until the outer end of the lever 44 contacts 5 with a finger, 47, adjacent to the rail A, when the lever will be swung to the position shown The elevator consists of a carriage, P, of any in Fig. 14 away from below the lug 43, when the tension upon the cord R will swing the rail-section Q to a horizontal position coinciding with the branch rail A, and the car will then run onto said branch rail in the direction of the arrow 1 and along the latter toward the main track and to the cashiers desk. The lever 44, thus held by the lug 43 in the posit-ion shown in Fig. 14, is in position to contact with the lever-detent 42 when the carriage is lowered, so as to cause the latter to release a carrier stopped by it on the rail B, so as to permit said carrier to run onto the rail-section Q, as before described.

By the construction above described I secure the carrier with absolute safety upon the carriage and prevent its displacement until the carriage is lifted to its proper position, and then, by means of the same cord that elevates the carriage, I restore the rail Q, to a position to discharge the carriage onto the rail A. It will be evident that the carriage may be guided vertically in different ways and may be constructed in different Ways, according to the character of the carrier, and I therefore do not limit myself to the specific construction and arrangement of parts shown.

In order to counterbalance the carriage, I use a counterbalance-weight, NV, secured to a cord passing over an elevated pulleyand downward to the carriage, and I prefer to provide the latter with friction-rollers bearingagainst the guides, although this is not essential. too, the hanger may be provided with a stop, T, which'contacts with a portion of the can riage, which may be cushioned or not, so as to limit the upward movement thereof.

In order to close the guards or gates 31 after the car has passed the connections with the tilting rail Q, and to open the gates to allow the car to be restored to the switch-track, I

provide the carriage P with a pivoted curved.

lever, S, which as it contacts with the lugs 32 of the gates closes the gates as the car enters and opens the gates as the car leaves the elevator.

Without limiting myself to the precise construction and arrangement of parts shown, I claim 1. The combination,with the receiving and delivering rails converging toward the cashiers desk, of the receiver-rail movable in a horizontal plane to coincide with either of the said rails and provided withan inclined end stop, substantially as set forth.

2. The combination, with the receiving and delivering rails of a store-service apparatus,

of a receiver arranged at the cashiers desk,

and consisting of a bracket pivoted at one end and adapted to coincide at the other end with either of the said rails and provided with an inclined end stop, substantially as set forth. 3. The combination of the receiving and delivering rails, pivoted receiver-rail having an inclined end stop, spring bearing upon the rail to maintain it in coincidence with one of the track-rails, and contactpieces upon the rails, substantially as and for the purpose set forth.

l. The combination, with the main rail of a store-service apparatus, of a branch rail and a switch-rail movable to and from the top of the main rail, and provided with an elevated portion, x, for raising the carrier-wheels with their flanges above the main rail, substantially as set forth.

5. The combination of the continuous main rail, branch rail, and a switch-rail movable laterally to and from the main rail, and a spring bearing on the switch-rail to maintain it normally from contact with the main rail, and said switch-rail provided with an elevated portion, 00, substantially as set forth.

6. The combination of the main rail, branch rail, movable switch-rail, spring, and a carrier provided with a deflector for contacting directly with and setting the switch-rail, sub stantially asand forthe purpose set forth.

7. The combination, with themain rail, the branch rails, and switches of a store-service apparatus, of carriers provided with movable deflectors for operating the switches, and graduated stops adjacent to the rails for setting the deflectors, the parts being graduated to set the proper deflector only prior to the car reaching the switch to be deflected, substantially as set forth.

8. The combination, with the car of astoreservice apparatus,of a movable deflector and detent for holding it in one position, and stops adjacent to the rails for operating said detent to release the deflector and permit it to assume another position, substantially as set forth.

9. The combination, with the frame of a car- -main rails, stops adjacent to the rails, and deflectors carried by the cars and movable vertically by the action of said stops, substantiall as and for the purpose set forth.

11. The combination, with the main an branch rails, of a yoke, J, provided with a vertical rod, 26, a switch-rail pivoted to said rod, and a spring bearing upon the switchrail, substantially as and for the purpose set forth.

12. The combination, with the upper and lower rails, of a vertically-movable carriage supporting a tilting rail-section connected at one end to an elevating-cord, substantially as set forth.

13. The combination of the upper and lower rails,a vertically-movable carriage supporting a tilting rail-section, a detent engaging With and holding the section in position whentilted, and a bearing adjacent to the upper rail for contacting with and withdrawing the detent to release the tilting rail-section when the latter is adjacent to the end of the upper rail, substantially as set forth.

14c. The combination, with the upper and lower rails, vertically-movable carriage, and

' tilting rail-section thereon, of a cord connected with the end of the rail-section extending backward toward the end of the carriage and upward and over a pulley and downward to a salesmans station, substantially as set forth.

15. The combination, with the verticallymovable carriage and tilting rail-section pivoted thereto and detent for holding said section in its tilted position, of a cord connected to the rail-section and passing upward from a pulley and downward to the salesmans station, substantially as set forth.

16. The combination of the vertically-movable carriage, tilting rail-section, elevatingcord, and pulley 38, supporting the cord in a position to receive the carrier, substantially as and for the purpose set forth.

17. The combination, with the verticallymovable carriage and tilting rail-section and cord, of alever, S, substantially as and for the purpose set forth.

18. The combination, with the verticallymovable carriage and tilting rail-section and fixed upper and lower tracks, of a movable detent, 42, and spring for maintaining it in a position to arrest the carriers upon the lower track, and contact-piece, as 45, on the carriage for operating said detent and holding said railsection in its tilted position, substantially as set forth.

19. The combination, with a carrier, a Vertically-movable carriage, and tilting rail-section, of an elevating-cord connected to the end of the tilting rail-section to form a continuation thereof, whereby the carrier is supported by said cord and rail-section, substantially as described.

20. The combination, with the tracks of a store-service, a vertically-movable carriage, and its tilting rail-section having a proj ection, 43, of a detent mounted on the carriage and adapted to engage the rail-section to hold it tilted, and a pivoted detent, 42, having its end located in the path of the detent on the carriage, whereby the latter detent is moved to allow the rail-section to move into alignment with one of the tracks, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

J AMES T. COWLEY.

\Vitnesses:

B. F. HARMON, J ENNIE STUART.

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