US926823A - Pneumatic-despatch-tube apparatus. - Google Patents

Description

A. W. PEARSALL. PNEUMATIG DESPTGH TUBE APPARATUS.

APPLIoATIoN FILED MAY11, 190s.

s sHnnTs-sxnm' 1.

A. W. PEARSALL'. PNBUMATIG DBSPATGH TUBE APPARATUS.

APPLICATION FILED EIAY 11. 1906. 926,823. Patented July e, Y1909. 3 SHEETS-SHEET 2.

A. W.'PEARSALL. PNBUMA'TIQ DBSPATGH TUBE APPARATUS APPLICATION FILED MAY 1l, 1906.

Patented Ju1y'6,1909.

3 SHEETS-SHEET 3.

UNITED sTATEs PATENT oEEicE.

ALBERT W. PEARSALL, OF LOWELL, MASSACHUSETTS, ASSIGNOR TO LAM SON CONSOLIDATED STORE SERVICE COMPANY, OF NEWARK, NEW JERSEY, A CORPORATION OF NEW JERSEY.

PNEUMATIC-DESPATCH-TUBE APPARATUS.

Specification of Letters Patent.

Patented July 6, 1909.

To all whom it 'may concern:

Be it known that I, ALBERT W. PEAEsALL, of Lowell, in the county of Middlesex and State of Massachusetts, have invented eertain new and useful Im rovements in Pneumatic-Des atch-Tube i pparatus, of which. the following is a s eciiication.

My invention re ates to improvements in pneumatic despatch tube apparatus and particularly to that type of apparatus in which the propelling fluid is of greater than the atmospheric pressure, the carrier being transmitted in either direction through a single tube, and the propelling fluid being supplied through supply pipes connecting each end of the transmission tube with the source of air supply.

The objects of this invention are to provide a reliable and easily operable means for introducing the operating fluid to propel the carrier and tc maintain the flow of the propelling fluid and quickly and ositively cut off the supply of air upon the elivery of the carrier.

The device shown and described in this application is an improvement on that covered y U. S. Letters Patent flOZ() dated Dec. 2e, 1899.

In this device means are provided for preventing the air from directly acting upon the diaphragm when the pressure is first admitted to the system. There is further provided a type of valve which offers but slight resistance to the operating force and at the same time performs the function of admitting pressure, cutting off the flow of pressure from the source of supply and automatically relieving the ressure in the transmission tube after the kelivery of the carrier thereby rendering noiseless the exhaust of air pressure remaining in the transmission tube. An introduction. valve is also provided which is seated by the action of the air in the transmission tube thereby doing away with the noise imparted by the use of an. ordinary flap valve.

In the accompanying drawings which illustrate a construction embodying my invention, Figure 1 is a sectional elevation of the terminal in its normal position. Fig. 2 is a sectional elevation of the terminal showing the position of parts in operating for transmission. Fig. 3 is an enlarged sectional elevation of a portion of Fig. 2.

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

The transmission tube A is connected with the source of pressure E through the medium of the valve casing B, port A and the hollow column C containing the introduction valve C', the valve casing B being mounted on cabinet D and cabinet plate D. The valve C is normally open and operates on the rollers C2 which travel on the inclined track C3 which track at the valve seat C4 is deressed sufficiently to allow the proper seating of the valve C and the retaining of said valve while the air pressure is acting in tube A. This valve is actuated by means of the link lever C5 which is fixed to the shaft C projecting through the column C, the outer end of said shaft carrying the xed lever C7 pivoted to the connecting rod C8 which is pivoted to the lever F at F. A helical spring surrounds shaft C on the outside of the column C and is adapted to return valve C to open position when the pressure in the tube A is relieved. This spring also restores the trip Ff to normal position through the link 8 and lever F.

The lever F is movably mounted on the shaft F2 to which the operating handle F3 and lever F4 are fixed, the whole being supported by the ears F5 projecting from the side of the valve casing B. Fixed to the lever F is the trip F and the lock lever F7, a helical spring Fs being interposed between the fixed lever F4 and the lever F. The roll F9 carried on the end of lever F4 is adapted to make rolling contact with the valve stem B when the handle F3 is moved to the osition marked X. The valve shaft B3 is 'iXed .to the valve B by the pin B14. The valve B2 is slidably mounted upon. the shaft B3 within the casing B and carries the pivoted catch Bi which operates through the slot B7 and is adapted to engage with a recess B5 in said. shaft B3. The iiange BS on the valve B2 is held. against the head of the valve casing B by the spring B mounted on the shaft B3 and between the head B and the valve B2. The valve B is held against the valve B2 by the spring B10 inter osed between said valve and the inner heac of the casing B. The circumferential recess Bl1 in the valve B registers with the port B12 normally closing the air admission to the transit tube. rihe annular chamber G formed between the valves B and B2 is normally in communication with the pipe G which connects with the diaphragm cylinder G2 in which the sliding piston G3 is mounted. The lower part of the diaphragm cylinder G2 connects with the diaphragm chamber G4 by the port G7 and the upper part of said cylinder 1s separated from the diaphragm chamber G1 by the plug G2. rlhe upper part of the cylinder G2 is connected with the atmosphere bythe port G7 graduated and controlled by the screw G2. Attached to the diaphragm G1' which is clamped to the upper part of the diaphragm chamber G4 by the diaphragm cap G10 is the stem G11 surrounding said s tem is a helical spring G12 interposed between the diaphragm G2 and the adjustment cap G12. 'llo the upper end of the stem .G11 is pivoted the slotted lever H which is centrally pivoted to the extension lil of the diaphragm casing. rllhe opposite end of said lever is adapted to engage and lock the valve B2 which valve B2 normally closes the port H2 to the atmosphere. The carriers are adapted to discharge through the chute J into the receptacle J.

The operation is as follows: The carrier is introduced through the opening in the valve seat G1into the transit tube A and held therein while the handle F3 is moved to the position shown in full lines (Fig. 2) which closes the valve C through the medium of the lever F, rod C2 and levers G7 and C5; La continued movement of said handle to the position shown at X, forces the valve B against the spring B10 to the position shown in Fig. 2 thereby uncovering the port B12 allowing the pressure to ilow through the valve casing B and port A and column C to the transmission tube A, thereby impelling the carrier to the opposite end of the line and firmly seating the valve C. rlhe movement of the handle to the position shown in dotted lines X compresses the spring F8 without further movement being imparted to the lever F but imparting movement to the valve B through the shaft B3 which causes the latch B4 to engage with the groove B5 in said shaft locking the two valves together and balancing the valves against the air pressure. The valve B2 is locked by the lever 1l and held locked by tension of the diaphragm spring G12. The carrier having discharged from the opposite end of the transit tube A through a terminal similar to that shown in Fig. 1, strikes the trip Flwhich is iiXed to the lever F and imparts .a partial movement to the valve C when the pressure in the system impinges upon the upper surface of said valve casing causing the saine to travel down the inclined rails to a hrm seating on the valve seat C1 and preventing the escape of air in the transit tube and causing the pressure thereon to increase thereby acting on the opposite or despatching terminal through the pipe G slowly forcing the piston G11 to the upper part ol the diaphragm cylinder G2 against the graduated escape of the air conlined in the upper part of said cylinder, the escape of the air through the port G7 being regulated by the screw G8. When said piston reaches its limit ol travel the port G5 is uncovered admitting sufficient pressure to actuate the lever H8 through the medium ofthe diaphragm G9 releasing the valve B2 which is locked to the valve B when the spring B1U forces both lorward,-the valve B to normal position and the valve B2 sufliciently to cause the catch B1 to engage the upper part of the slot B7 releasing said catch, when the port H2 will have been opened, allowing the escape of the pressure remaining in the system, whereupon the spring B6 will force the valve B2 back with its collar BS against the head ol the valve casing and said valve will assume its normal position and close the port H2. The lock lever F7 having been released, the lever F and valve C kare moved to normal position by spring F8.

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

1. ln a pneumatic despatch tube apparatus, a carrier transmission tube arranged to receive and discharge carriers at either terminal, a valve arranged at each terminal el" the tube to control the entrance thereto, a connection provided adjacent each terminal to supply air under pressure, an air valve in said connection controlling the passage of air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open said air valve in the connection, a locking device cooperating with said mechanism to hold the air valve in open position, a member arranged to be actuated by the impact of the carrier after its discharge from the tube and coperating with the terminal valveoperating means to impel said valve to close, and means operated by the excess air pressure in the tube caused by the closing of the terminal valve after the discharge of the carrier for releasing said locking device and thereby permit the closing of the air valve in the connection supplying air to the transmission tube.

2. In a pneumatic despatch tube apparatus7 a carrier transmission tube arranged to receive and discharge carriers at either terminal of the tube to control the entrance thereto, a connection provided adjacent each terminal to supply air under pressure, an air valve in said connection controlling the passage of air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open said air valve in the connection, a locking device cooperating with said mechanism to hold the air valve in open position, a member arranged to be actuated by the impact of the carrier after its discharge from the tube .,and coperating with the terminal valveoperating means to impel said valve to close, means operated by the excess air pressure in the tube caused by the closing ofthe termin al valve after the discharge of the carrier for releasing said locking device and thereby permit the closing of the air valve in the connection supplying air to the transmission tube, and means for automatically relieving the air pressure remaining in the transmission tube.

3. In a pneumatic despatch tube apparatus, a carrier transmission tube arranged to receive and discharge carriers at either terminal, a valve arranged at each terminal of the tube to control the entrance thereto, connection provided adjacent each terminal to supply air under pressure, an air valve in said connection controlling the passage of air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open said air valve in the connection, a locking device coperating with said mechanism to hold the air valve in open position, a member arranged to be actuated by the impact oi the carrier after its discharge from the tube and coperating with the terminal valveoperating means to impel said valve to close, means operated by the excess air pressure in the tube caused by the closing of the terminal valve after the discharge of the carrier for releasing said locking device and thereby permit the closing of the air valve in the connection supplying air to the transmission tube, and means for timing the release of said locking device.

4. ln a pneumatic despatch tube apparatus, a carrier transmission tube arranged to receive and discharge carriers at either terminal, a valve arranged at each terminal ol' the tube to control the entrance thereto, a connection provided adjacent each terminal to supply air under pressure, an air valve in said connection controlling the passage oi' air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open the air valve in said connection, means for seating and retaining closed said terminal valve by the air pressure admitted to said transmission tube, a locking device cooperating With said mechanism to hold the air valve in open position, a member arranged to be actuated by the impact of the carrier after its discharge from the tube upon its arrival at the opposite terminal and coperating With the terminal valve-operating means to impel said valve to close, and means operated by the excess of air pressure in the tube caused by the closing of the terminal valve after the discharge of the carrier for releasing said looking device and thereby permit the closing of the air valve in the connection supplying air to the transmission tube.

5. In a pneumatic despatch tube apparatus, a carrier transmission tube arranged to receive and discharge carriers at either terminal, a valve arranged at each terminal oi the tube to control the entrance thereto, a connection provided adjacent each terminal to supply air under pressure, an air valve in said connection controlling the passage of air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open the air valve in said connection, a lever 'l'or holding said air valve open, a diaphragm to Which said lever is connected on one side and adapted to be actuated on the opposite side by the excess oiI air pressure Within said transmission tube to operate said lever and thereby release and permit the closure oi' said air valve, and mechanism arranged to prevent the direct action of the air pressure on said diaphragm When first admitted to said transmission tube.

6. In a pneumatic despatch tube apparatus, a carrier transmission tube arranged to receive and discharge carriers at either terminal, a valve arranged at each terminal of the tube to control the entrance thereto, a connection provided adjacent each terminal to supply air under pressure, an air valve in said connection. controlling the passage oi' air therethrough, means for operating the terminal valve to close the same, mechanism actuated by said means and operating to open said air valve in the connection, a locking device coperating With said mechanism to hold the air valve in open position, a member arranged to be actuated by the impact of the carrier after its discharge from the tube and cooperating with the terminal-valve operating means to impel said air valve to close, means operated by the excess air pressure in the tube caused by the closing of the terminal valve ai'ter the discharge oi' the carrier for releasing said locking device and thereby permit the closing of the air valve in the connection supplying air to the transmission tube, and means for graduating the action of said excess air pressure upon said locking device.

In testimony whereof, Vl have signed my name to this specification in the presence oi' two subscribing Witnesses, this eighth day of May A. D. 190e.

ALBERT W. PEARSALL. Witnesses:

A. L. MERsED, L. G. B AnTLn'r'r.

Images