US541756A - johnson - Google Patents

Description

(No Model.) 2 Sheets--Sheetl 1.

` C. M. JOHNSON. PNBUMATIG DISPATCH SYSTEM.

No. 541,756. Patented June 25, 1895'.

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(No Model.) 2 sheens-sheet 2.

c. M. JOHNSON. PNBUMATIG DISPATGH SYSTEM.

No. 541,756. Patented Ju1w251895l UNITED *Srrfrnsl PATENT OFFICE.

CHARLES M. JOHNSON, OF NEWYORK, N. Y.

PN EU MATIC DISPATCH SYSTEM. A

SPECIFICATION forming part of Letters Patent No. 541,756, dated June' 25, 1895. Application led October 11, 1889. Serial No. 326,768. .(No model.)

To wZZ'w/,om it may concern:

Be it known that I, CHARLES M. JOHNSON, of the city, county, and State of New York, have invented and made a new and useful Improvement in Pneumatic Dispatch Systems, of which the following is sucha full, clear, and exact description as will enable others skilled in'the art to make and use the same, when taken in connection withthe accompanying drawings, in which- Figure l is a longitudinal horizontal section of a part of a dispatch system. Fig. 2 is an enlarged detail section of the valve, and its automatic operating devices. Fig. 3 is a cross section of the tube. Figs. 4 and 5 are modifications of the same. Fig. 6 is a diagrammatic viewshowing a series of independent sections, each provided with an air supply and exhausting apparatus. p

This invention relates to improvements in pneumatic dispatch tube systems, and it consists of certain novel features, arrangements and combinations hereinafter described and particularly pointed out in the claims.

In the drawings a represents the tube in which the carriers are guided from point to point, which I form of papier mache, cast iron, wrought iron or steel, or other'suitab'le material, as strong and durable, yet light and economical to make and lay. The tube is provided on one side of tuetinterior with a at bed plate, rail or track as shown in Figs. l, 3, 4 and 5, and the tube is so laid that the bed plate, rail or track will be at the bottom of the tube when the same is in position. The bed plate, rail or track may be cast in cast tubes, rolled in wrought tubes, 0r may be riveted o'r otherwise fastened in any of the tubes. The bed plate shown in Fig. 3 is simply a flat plate; the rail in Fig. 4 is narrow and will answer in some places; the track shown in Fig. 5 providing two rails for the carrier gives it guidance; and they allaccomplish the result of making a small point of contact for the spherical carrier and decreasing the friction.

In practice I'intend to construct the main line in sections of suitable length divided by valves, that prevent the passage of air from one section to' the other, but which readily yield to the onward flight of the carrier, as described in Letters Patent granted tome on the 22d day of December, 1385, No. 332,905.

lon Athe valve.

shown in said patent, with the valves, gates,

switches, &c., that are used to control the carrier as described. In my experiment I have used a tube of nearly three feet diameter, and a carrier which when loaded, weighed nearly a thousand pounds, and have developed a speed of two miles a minute, with the same. This speed is so great that the shock of the carrier striking and forcing aside the section or division valve of the main line (asdescribed in my former patent) soon destroys the valve,

and for this reason I use the one herein shown and described.

The valve b is made in two or more parts, hinged to the sides of the tube, and Yopening outwardly to allow the carrier to pass, and folding in again at once to cut off the passage of air from one section of the tube to the other. To perform this I connect theparts of-tne valve so as to be moved in unison, by links or gearing or any other well 'known .mechanical device, and upon the hinge of one of them I secure a gear segment b as in Fig. 2. Upon the outer side of the tube a, I secu re a steam cylinder b2, provided with a piston b3, the rod c, of which is at one end formed with a rack to engage and operate the segment A steam valve c isemployed to admit and exhaust the steam from this cylinder, and is provided with a connection c2, which is extended back a shortdistance alongsidel the tube, and connected to a small lever or trip c3, pivoted with its end projecting into .the path of .the carrier. A second rod d is extended from this steamvalve in the opposite direction, past the section'valve b, and is connected to a trip d,pivoted and projecting into the path of .the-carrier. From this it will be seen that as the carrier appreaches it strikes and moves the tirst'trip c3, and thereby moves the steam valve so as to admit steam behind the piston, and the latter is quickly forced backward and opens the section valve. The carrier passes on and immediately upon entering the next section, it strikes the second trip d and reverses the steam valve, the piston is moved forward again, and the section valve closed so that no air can be drawn backward into the rst section of the tube from the second section. This renders the action automatic, but the carrier does not come in contact with the section valve directly and cannot injure it.

As seen clearly in Fig. 1, the air chamber c is connected with the main line, and a switch e', is placed at the junction, which is at any desired time thrown across the main tube and thus cuts the carrier out of the main line, and directs it into the air chamber. This air chamber is closed at its end by a gate l and a slide 2 and when the carrier is projected into it, the air that may be therein, is compressed ahead of the carrier, and forms an elastic cushion that checks and stops the iiight with ease and without jar, no matter what the speed. Aside from the speed, the cushioningr force required to stop the carrier, will Vary as the Weight varies and to equalize the distance which dierent carriers will enter the cushioning tube, so that all may be stopped as nearly as may be at the same point, I have provided the inner end of the air chamber with an opening e2, over which is placed a plate or air valve e3, in a suitable frame e4. Springs f are used to hold this valve against its seat in position to allow air to escape from the chamber when the valve is raised from the seat. It will be evident that the air cannot escape as fast as it is compressed, and a force is thus developed that forces the valve away from the normal seat and toward its seat e5 to partially or Wholly cut olf this escape, and that the rapidly increasing pressure formed by the ingress of a heavy carrier may entirely close the air port, and thus the air retained in the cushion is automatically graduated to correspond exactly with the force-to be checked, and all carriers are stopped near the same point and are removed through the door and slide.

Just within the entrance of the cushioning tube I have placed a steam actuated cut on? valve b, in all respects made and actuated as main tube, an air cushioning chamber for rei ceiving and cushioning the carriers, a valve normally closing communication between the previously described for the main section valve, and which is normally closed so that no air may pass from the air chamber into the main tube, under theintluenceof the fan, or when the exit opening is open for any cause.

, While I prefer to use an air chamber branching from the main tube, in order that when the carriers are traveling closely, one may be cutout and leave the main line wholly free for the passage of the next, yet it is evident that if desired,` the carrier may be. stopped in the` 1 main tube, and removed therefrom. Thus in Fi g. l, I have provided a second division valve as h, beyond the section valve b, with sui"1-` cient distance between them to form' an air chamber. This valve is not intended for use except when a carrier is to be cut out and I therefore do not make it automatic, but open or close it by means ot' a handle h' projecting through the side of the tube. An exit opening e' is also provided in the main tube, and an air valve similar to the one already described upon the special cushioning tube, and it will be evident that a portion ot' the main line may be thus quickly formed into a receiving cushion, and after use, the valve h is thrown open, and the main line is free as before. In this case some means is needed to close the air escape valve except at such times as it is needed foruse, and this may be readily done asin Fig. l by so locating it that its opening is covered by the valve h when the latter is in its normal position.

I do not desire to confine myself to the particular construction herein shown, in the details ot the steam valve, air valve, duc., but have shown herein what I consider the best meausof accomplishing the purpose in View, and may alter the details of the device as may be demanded by circumstances, but without departing from the nature of my invention.

Compressed air will be sometimes used in* stead of steam to actuate the valve; and I may admit compressed air, gas or other volatile fluid to the air chamber or section instead ot' the natural air as described.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-` 1. In a pneumatic dispatch tube system, a main tube, an air cushioning chamber for receiving and. cushioning the carriers, a valve normally closing communication between the main tube and cushioning chamber, and mechanism actuated by the carrier for opening said valve to permit the passage ofthe carrier into the cushioning chamber.

2. In a pneumatic dispatch tube system, a main tube, an air cushioning chamber for re ceiving and cushioning the carriers, a valve normally closing communication between the i main tube and cushioning chamber, and an air opening in the cushioning chamber con- "trolled by a valve for regulating the escape of the air from the cushioning chamber.

' 3. In a pneumatic dispatch tube system, a

main tube and cushioning chamber, mechanism actuated by the `carrier for opening the said valve to permit the passage of the carrier into the cushioning chamber, and an air opening in the` cushioning chamber controlled `by a valve for regulating the escape of the air from the cushioning chamber.

4. In a pneumatic dispatch system the combination with the tube in which the carrier travels, of a cut-o valve therein, having a connection with the outside of the tube, a

IIO

cylinder provided with a piston and rod connected to said cutoff valve to open and close it, and a supply and exhaust Valve for sa-id cylinder connected -in opposite directions to trip levers projectinginto the path of the carrier, one upon each side of the valve in the main tube, whereby the carrier in its ight engages the trips, and causes the automatic opening and closing of said valve, substan tially as described.

5. In a pneumatic dispatch system the combination with the tube a, of the valve b, provided With the'gear b', the steam or air cylinder b2, having a piston head and rack bar b3, c, the valve c, rods c2 d and trip levers c3, d', projectinginto the path of the carrier substantially as described.

6. In a pneumatic dispatch tube system, a main tube, an air cushioning chamber for receiving and cushioning the carriers, a valve normally closing communication between the main tube and cushioning chamber, mechanism actuated by the carrier for opening said valve to permit the passage of said carrier into the cushioning chamber, and mechanism actuated by the said carrier after passing said valve to close the same.

7. In a pneumatic dispatch tube system, a main tube formed of independent sections each provided with an air supply and an exhausting apparatus,a valve normally closing communication between the said sections, and mechanism actuated by the carrier for opening said valve to permit the passage of the carrier from one section to another.

8. In a pneumatic dispatch tube system, a main tube formed of independent sections each provided with an air supply and an exhausting apparatus, a valve normally closing communication between the said sections, mechanism actuated by the carrier for opening said valve to permit the passage of the carrier from one section to another, and mechanism actuated by the said carrier after passing said valve to close the same.

CHARLES M. JOHNSON. Witnesses:

JOSEPH J. SULLIVAN, JOHN E. ELMENDORF.

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