US681108A

US681108A - Pneumatic-despatch-tube apparatus.

Info

Publication number: US681108A
Application number: US74111299A
Authority: US
Inventors: James T Cowley
Original assignee: LAMSON CONS STORE SERVICE CO
Current assignee: LAMSON CONSOLIDATED STORE SERVICE Co; LAMSON CONS STORE SERVICE CO
Priority date: 1899-12-21
Filing date: 1899-12-21
Publication date: 1901-08-20
Anticipated expiration: 1918-08-20

Description

Patented Aug. 20, 1am. .1. T. cowuzv. PNEUMATIC DESFATCH TUBE APPARATUS.

Ab umson filed Del. 21, 1899.).

3 Sheets-Sheet. I.

'(lio Model.)

- Patented A 20, 19 .l. .1. T. c ow|.EY. o PNEUMATIC DESPA'I'CH TUBE APPARATUS;

(Application filed Dec. 21, 1899.)

'a snmy-sheat 2-.

(nom m m 1 v 7 a A 6 n will/ 1m: noRRis PETERi o0, wotuu'mcu WASHINGTON, a. c.

UNITE STATES PATENT OEEIc JAMES cowL Y, OF LOWELL, MASSAcnUsE'rTS, ASSIGNOR TO THE LAMSON CONSOLIDATED STORESERVIOE COMPANY, or NEWARK,

NE JERSEY.

P NE UMA TIC-DESPATC H-TUBE APPARATUS.

SPECIFICATION forming part of Letters .Patent No. 681,108, dated August 20, 1901. Application filed December 21, 1899. fierial No. 741,112. (No model.)

To all whom it may concern:

Be it known that I, JAMES T. COWLEY, of Lowell, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Pneumatic-Despatch-Tube Apparatus, of which the following is a specification.

My invention relates to improvements in pneumatic-despatch-tube apparatus in which the carriers are propelled by airpressure through a single tubein both directions and in which the air-pressure which drives the carrier is cut oif when the-carrier is delivered atone of the terminals, and is an improve ment on the despatch apparatus shown, described, and claimed in United States Letters Patent No. 640,020, dated December 26, 1899, and issued to the Lamson Consolidated Store Service Company, of NewJersey, as the assignee of Albert W. Pearsall.

My invention consists of certain'novel features hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings,which illustratea construction embodying myinvention, Figure 1 is aside elevation of the terminal. Fig. 2 is a front elevation of the same. Fig. 3 is a side elevation of a portion of the terminal with parts in section. Fig. 4 is a side elevation of the valve-box, taken on the opposite side of Fig. 1., Fig. 5 is a sectional View taken on the line X X, Fig. 4. Fig. 6 is a top plan view of a portion of Fig.3. Fig. 7 is a detail sectional view of the passage leading to'the diaphragm. Fig. 8 is a side elevation of the line, showing the terminal at each end of the line.

Like letters of reference refer to like parts throughout the several views.

To despatch a carrier, it is dropped into the mouth A of the tube A and passes down thro ugh the valve-box B into the transmissiontube 0. Then the lever D is pulled toward the 5o sion-tube O. The movementof the leverD to the left, as above described, carries with it the pin D on the arm D and this pin, acting against the cam-surface of the lever D secured to the shaft D moves the lever D to the position shown in dotted lines, Fig. 3. Secured also on the shaft D is the arm D having at its outer end the loose dog D pivoted on the arm D at D and projecting into the transmission-tube A and held by a suitable spring in the position shown in Fig. 3.

Secured to the arm D is a spring D the opposite end of which is secured to the rod D which passes downwardly within the valvebox B. The lower end of this rod D is provided with a slot E, through which the pin E passes, the outer ends of the pin being secured in the weighted end of the valve-lever E pivoted at E within the valve-box B. The opposite end of this valve-lever E carries the valve E adaped to be swung upwardly and close the open end of the tube A, as shown in dotted lines, Fig. 3, when the lever D is moved to the left, as above described. This closing of the valve E is accomplished through the connections of the pin D, lever D arm 1), spring D and rod D As the lever D is moved to the left and before the roll E on the lever E comes into contact with. the upper end of the rod F, the valve E is closed before the valve G begins to open. By the continued movement of the lever D the pin D will pass over the cam-surface of the lever D without raising the rod D more than is suflicient to close the valve E After the lever D has moved to the position shown in dotted lines, Fig. 3, the collar F on the rod F will engage with the catch F pivoted at F and the valve G will be held open and air will pass from the supply-pipe G through the valve-box B into the transmission-tube O and the carrier willv be despatched to the opposite end of the line. Located around the transmission-tube 0 below the terminal is a ring 0, having a passage 0 connecting with the flange G to which is secured the diaphragm 0 held in place by the ring 0 and the screws 0 Resting on the outer side of the diaphragm (J is a plate 0 having the lugs 0 to which is pivoted the arm 0 arm is pivoted near the opposite, end at F to no This . valve E will'be closed behind the carrier.

the'valve G at the right-hand end has not yet the side of the valve-box B, and to the upper end of the arm C is pivoted the link F the opposite end being pivoted at F to the arm F secured to the shaft F The plate 0 is held in engagement with the diaphragm by the action of the spring F one end of which is in engagement with the lever 0 the opposite end being adjustable in the rack F to vary the tension of the spring F With the arrangement of the diaphragm and lever as above described, when the airpressure within the tube 0 is raised the action of the air on the diaphra m 0 through the connections of the lever C link F and arm F will release the catch F from the collar F on the valve-stem F, and the valve G will be allowed to close by the action of the spring F. At the opposite end of the line, Fig. 8, the terminal is identical in construction to that shown at the right-hand end, Fig. 8, and the carrier passing from the transmission-tube will pass upwardly through the tube 0 into the tube A at the left-hand end and out through the opening A and around the ch u-te H onto the receiving-table. As the carrier passes upwardly at the right hand of i Fig. 8 through the tube A it will engage with the finger D", mounted on the lever D and the lever D will be raised, and through the connections of the springD and rod D the As been-closed, the air-pressure Within the transmission-tube 0 will be raised to the pressure within the supply-pipe G and supply-tank G into which air is forced by any suitable air-compressing apparatus and stored. This through the connections of the lever link F and arm F' the catch F will be released from the collar F on the valve-stem F, and

the valve G at the left-hand end of the line will be allowed to close, thus shutting off the supply of air to the transmission-tube C.

Pivotedto-the lugs J, mounted on the side of the valve-box B, as shown in Figs. 4 and a, is a lever K, and mounted on the left-hand end of the lever K is a rod K, having on its opposite end the valve K within the valvebox B and closing the opening K and held in the position shown in Fig. 5 by the action of the spring K. On the opposite end of the arm K is a rod L, having a flange L in engagement with the diaphragm L secured to the side of the valve-box B and closing the opening L The opening L communicates with the chamber L and the opening K -com munieates with the chamber G within the valve-box B. The tension of the spring K is so regulated that when the valve G is closed and the air-pressure within the chamber L is at its highest point the action of the pressure upon the diaphragm L is sufficient to overcome the tension of the spring K andallow the valve K to be opened; but when the valve G is open and air is passing from the supply-pipe G into the transmission-tube G the pressure upon the diaphragm L will be to release the pressure within the despatchtube 0 after the valve G is closed when the carrier is delivered at the opposite end of the line, and from the above description it will be seen that when the valve G is closed and the pressure within the chamber L rises and pushes out the diaphragm L the valve K will be pushed inwardly and allow the air within the transmission tube 0 to escape through the opening K This opening will remain open until another carrieris despatohed and the pressure within the chamber L reduced, when the action of the spring K will again close the opening K, which will remain closed until the carrier is delivered at the 0pposite end of the line. The screw M is for the purpose of regulating the flow of air through the passage 0 behind the diaphragm C, so that the air will pass through the passage C slowly, and any sudden increase ofpressure in the tube caused by the starting or stopping of the carrierwill not operate the diaphragm C sufficient1y to release the catch F and close the valve.

Having thus ascertained the nature of my invention and set forth a construction embodying the same, what I claim as new, and desire to secure by Letters Patent of the United States, is-

1. In a pneumatic despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closing said inlet and said outlet, a source of compressed air, an air-inlet for said compressed air to the transmission-tube, a valve normally closing said air-inlet, mechanism for operating the inlet-valve to close the inlet to the transmission-tube and for subsequently opening the air-inlet valve, mechanism in the path of the traveling carriers adapted to be operated thereby to close the valve at the outlet end of the tube after a carrier has passed said valve to cause an increase of pressure within the transmission tube, means for holding said air-inlet valve open at the despatch end of the tube, and means operated by the increased pressure in the transmission-tube for actuating said air-inlet-valve-holding means for releasing the same and thereby permitting the closing of said air-inlet valve.

2. In a pneumatic-despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closing said inlet and said outlet, a source of com pressed air, an air-inlet for said compressed air to the transmission-tube, a valve normally closing said air-inlet, mechanism for operat-= ing the inlet-Valve to close the inlet to the transmission-tube and for subsequently opening the air-inlet valve, mechanism in the path of the traveling carriers adapted to be oper- IIO ated thereby to close the valve at the outlet end of the tube after acarrier has passed said valve to cause an increase of pressure within the transmission-tube, means for holding said air-inlet valve open at the despatching end of the tube, and means operated by the increased pressure in the transmissiontube for actuating said air-inlet-valve-holding means for releasing the same and thereby permitting the closing of the air-inlet valve.

3. Ina pneumatic-despatch-tubeapparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closing said inlet and said outlet respectively after the insertion and discharge of the carriers, a source of compressed air, an air-inlet for said compressed air to the transmissiontube, a Valve normally closing said air-inlet, a lever for operating the inlet-valve to close theinletto the transmission tube and for subsequently opening the air-inlet valve, mechanism in the path of the traveling carriers adapted to be operated thereby to close the Valve at the outlet end of the tube after a carrier has passed said valve to cause an increase of. pressure within the transmissiontnbe, a catch for holding said air-inlet valve open at the despatching end of the tube, a flexible diaphragm to which said catch is connected on one side and having its opposite side exposed to the pressure in the tube and adapted when actuated by the increased pressure in the tube to operate said catch and thereby release and permit the closing of the air-inlet valve.

4. In a pneumatic-despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for said inlet and outlet, a source of compressed air, 4

transmission-tube, a valve normally closing an air-inlet for said compressed air to the said air-inlet, mechanism for operating the inlet-valve to close the inlet to the transmission-tube and for subsequently opening the air-inlet valve, mechanism connected to said valves controlling said inlet and outlet and adapted to allow the insertion of carriers at the inlet end without closing the valve and to be operated by the traveling carriers at the outlet end of the line to close the valve controlling said outlet to cause an increase of pressure within the transmission-tube, means I for holding said air-inlet valve open at the despatching endof the tube, and means operated by the increased pressure in the transmission tube for actuating said air inletvalve-holding means for releasing the same and thereby permitting the closing of said air-inlet valve.

5. In apneumatic-despatch-tube apparatus,

v, a carrier transmission-tube having an inlet and an outlet for the carriers, asource of compressed air, an airs-inlet for said compressed air to the transmission-tube, a valve located in the path of the compressed air from the air-inlet to the transmission-tube and adapted tobe operated by mechanism to close the carrier has passed said valve to cause an increase of pressure within the transmissiont-ube, means for holding said air-inlet valve open at the despatching end of the tube, and means operated by the increased pressure in thetube for actuating said air-inlet-valve holding means for releasing the same and thereby permitting the closing of the air-inlet valve.

6. In a pneumatic-despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closing said inlet and said outlet, a source of compressed air, an air-inlet for said compressed air to the transmission-tube, a valve normally closing said air-inlet, mechanism for closing the inlet to the transmission-tube and for opening the air-inlet valve, mechanism in the path of the traveling carriers adapted to be operated thereby to close said outlet-valve of the transmission tube after a carrier has passed said valve, means for holding said air inlet valve open at the despatching end of the transmission-tube, means for actuating said air-inlet-valve-holding means for releasing the same and thereby permitting the closing of said air-inlet valve, and means for releasing the air-pressure within the transmissiontube to allow the valves controlling the inlet and outlet of the transmission-tube to open.

7. In a pneumatic-despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closing said inlet and said outlet, a source of compressed air, an air-inlet for said compressed air to the transmission-tube, a valve normally closing said air-inlet, mechanism for closing the inlet to the transmission-tube and for opening said air-inlet valve, mechanism in the path of the traveling carriers adapted to be operated thereby to close said outlet-valve of the transmission-tube after a carrier has passed said valve, means for holding said airinlet valve open at the despatching end of the transmission-tube, means for actuating said air-inlet-valve-holding means for releasing the same and thereby permitting the closing of said air-inlet valve, and means consisting of a valve controlling an exhaust-opening in communication with the transmission-tube and operated by air-pressure from the source of compressed air to operate said valve to open the exhaust to allow the valves controlling the inlet and outlet of the transmissiontube to open.

8. In a pneumatic-despatch tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for closof the transmission-tube after a carrier 'haspassed said valve, means for holding said airinlet valve open at the despatching end of the transmission-tube, means for actuating said air-inlet-valve-holding means for releasin g the same and thereby permitting the closing of said air-inlet valve, means consisting of a valve controlling an exhaust-opening in communication with the transmission-tube and operated by air-pressure from the source of compressed air to operate said valve to open the exhaust to allow the valves controlling the inlet and outlet of the transmissiontube to open, and a spring for operating the valve controlling the exhaust to close said opening.

9. Inapneumatic-despatch-tube apparatus, a carrier transmission-tube having an inlet and an outlet for the carriers, valves for.clos

ing said inlet and said outlet, a source of corn pressed air, an air-inlet for said compressed air to the transmission-tube, a valve normally closing said air-inlet, mechanism for opening said air-inlet valve, mechanism in the path of the traveling carriers adapted to be operated thereby to close said outlet-valve afterv the carrier has passed said valve, a catchvfor holding said air-inlet valve open at the despatching end of the transmission-tube, a flexible diaphragm to which said catch is con nected on one side and having its opposite side exposed to the pressure in the transmission-tube and adapted when actuated by the pressure in said tube to operate said catch and thereby release and permit the closing of the air-inlet valve, and means for regulating the admission of air-pressure from the tube to the diaphragm.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this 19th day of December, A. D. 1899.

JAMES T. COWLEY.

Witnesses:

' A. L. MESSER, O. A. STEWART.