US 282959 A
Description (OCR text may contain errors)
(NoModeL) G. OR-EI-IORE.
ENDLESS TRAIN GONVEYER. No. 282,959. Patented Aug. 14, 1883.
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' To all whom it mag concern:
UNITED STATES PATENT O FICE.
GEORGE CBEHORE, ST. LOUIS, MISSOURI.
SPECIFICATION forming part of Letters Patent No. 282,959,
dated August 14, 1.883.
Application filed October 5,1882. (No model.)
Beit known that I, GEORGE CREHoRE, a citizen of the United States, residing in the city of St. Louis and State of Missouri, have invented certain new and useful Improvements in Endless Train-Oonveyers, of which the following is a specification. a
My invention relates to improvements in my conveyer for which Letters Patent were issued August 8, 1882; and the objects of my improve ments are, first, to reduce the weight and increase the efficiency of the cars without impairing their strength, and, second, to give the wheel a deeper holdin the scallop of the spider arm or drum. I attain these objects by the mechanism illustrated in the accompanying drawings, in which- Figure 1 is a side elevation of one end of the improved conveyer wherein the sides and bottom of the, cars lap by or-telescope into each other, Fig.2, a side elevation of two teleQ scoping cars coupled together with their axle;
Fig. 3, a side elevationof two coupling-bars} having telescoping parts of bottom attached and being coupled together with an axle Fig. 4, a plan of the coupling-barsof two cars coupled together with an axle, and having the telescoping parts of the bottoms and one side attached, one side and one end of telescoping; parts of the bottom being removed to expose; the construction of the coupling-bars; Fig. 5, across-section through the line F G, Fig. 1," of two spider-arms sustaining an axle-support,i Q, in working position; and Fig. 6, a crosssection of the axle-support Q through the line;
S R'- l The opposite endof the conveyer is made precisely likethe end shown in Fig. 1, and
:hence is omitted from the drawings. 40:
The corresponding parts of all the cars, in this endless train-conveyer are made exactly: alike, and similar letters refer to similar parts inall the views. 7
a The spider-arms F and their sustaining frame-work of timbers e Z k and all other parts of this conveyer, except as herein specifiecL-j are constructed the same as my original con-i veyer, which was'patented August 8, 1882.
The bodies of the cars have no ends, and consist only of bottoms and sides, which lap by or telescope into each other; .To cause lap the part D of adjoining car.
them to range in a line, the coupling-bars A A have their eye 0 in two parts, about one-half the breadth of the eye 0 having been cut from its central part, while the eye B of the opposite end of the coupling-bar corresponds to and will just fit into the place of the part out out of the eye 0, as shown at B 0, Fig. 4, where the sleeve P and axle V pass through them both, making a hinge-like joint, thus getting more room for the support Q, Fig. 5.
' The telescoping parts D and E of the bottom of the cars aremade to come flush with the outside of that part of the side of the car marked K, and are fastened to the coupling-bars A A with bolts or rivets b b. They (Dand E) are partly fiat and partly circular, the circular part of D being fitted tightly downto the eyes 0 O of the coupling-bars A A. The part E of the bottom, at the end B of the coupling-bars A A, has its curved part concentric with the eyes B B at a distance equal to the space .9 from them, (B B.) The space 8 is made justlarge enough to receive the curvedpart of D ofthe adjoining car when the cars are coupledtogether. The part E of car-bottom is thus made to over- The distance that the partE must overlap the part Dis governed byvthe number of arms in the spiders around which the train swings in passing from upper to lower track, and vice versa. For instance, if the spiders have six arms each, the lap must cover a space of a little more than sixty degrees on the arc of the curved part,
while eight arms require a little more than the sleeve or axle wear away by use the cars pull apart a little. Now," if the part E overlapped the part D no farther than the line H perpendicular to the axis of the axles, the joint between the two parts D and E would open as the wear just mentioned progresses, and perhaps allow conveyed material to escape. For the especial purpose of remedying this evil, I extend the part E of the bottom past the line ,H to f,which will cause the concave part of E, that lies between the line H and point f, to
draw toward the convex part of D, which lies between the same point and line, causing the two parts of the bottom, E and D, to come tighter loo togetherat these points as the wear 3' ust alluded y to progresses. All the bottom of the car in '-corner of the car-side, as is indicated by the line of rivets p p. The stud J may stand perpendicular to the coupling-bars A A, as is indicated by the line of rivets q q.
M N O is a double stud, having an eye, T, at its lower end, in which eye a thread is cut to fit a corresponding thread on the sleeve 1?, or on the axle V, without the sleeve P. The
two branches M N diverge fromthe eye T, and
are of a length equal to the height of the car- They are connected together at the top by the circular piece 0. Their divergence should be about equal to the angle between the spider-arms. The branch M should be perpendicular, and the branch N be so placed that in passing over the spider-arms (see Fig. 1, N) it will be parallel with and lap at least its own vbreadth by the end of the adjoining car-side. The pieces D and E having been riveted to the coupling-bars A A, two car-bottoms are connected together by the sleeve P or the axle V, as seen in Fig.- 4,'when the stud M N O is screwed to its place tight against the outer edge of the coupling-bars A A.
i perpendicular, its other end being flush with the outer edge of the branch N of double stud, while its top edge is horizontal from stud J to the part M of double stud, thence flush with upper edge of circular part 0 to outer edge of N. The bottom edge of L fits tightly to the top of the coupling-bar A and its eye 0.
The outside of L is flush with the out edge of the coupling-bar A, while its inside is flush with-the outside of the part K of side. The
part L of side laps over the part K on stud J, one set of rivets or bolts q q securing both parts K and L. The part L of side is also bolted or riveted to M N and the circular part 0 of the double stud.
The'object of making the stud MN double and attaching it to the sleeve or axle with a screw-thread is to prevent the possibility of the part'L of side from spreading away from the part K of adjoining car under any conditions. The opposite side of the car is made similar to the side just described. The telescoping of the cars, as described, greatly improves the conveyer as a mineral carrier, renders it capable of carrying grain in bags as well as in bulk, and makes the cars lighter.
For the purpose of reducing the weight of the axles and sleeves to the lowest point, and at the same time be able to transmit power as through a belt, I attach to the arms of the spiders, by means of the bolts 1" 1, an axle-support,
Q, which has a groove, U, in which (while passing around the spiders) that part of the axle or sleeve which is between the couplingbars of the two opposite sides of the car rests.
This central support, Q, for the axle may be made in a variety of ways, and be attached to the spider-arms as already described; *or it could be attached to a drum or pulley which could be introduced between the spider-arms for the purpose. In the present-instance it is supposed to be made of cast-iron and shaped as shown by its longitudinal section in Fig. 5 and its cross-section, Fig. 6, through the line S R. The groove U of this axle-support Q may be made to come in contact with the sleeve or axle along the whole space between two opposite coupling-bars; or it may come in contact with sleeve or axle near each coupling-bar and be cut away at its center; or it may support the axle or sleeve at a central point and be cut away any desired space near The circumstances under which it is used in any particular conveyer will determine the part. or parts of the sleeve or axle with which it must come in contact. The main point in the construction of the axlesupport Q is to so adjust the groove U that it will have come fairly in contact with the axle or sleeve the instant the car-wheel leaves the track at the point a. I
By using an axle-support, Q, no necessar force passing through the coupling-bars A can bend the axles downward in the center while the cars are swinging around the spiders, whereby I am enabled to greatly reduce the weight and cost 7 of the cars by using much lighter axles, sleeves, and wheels than heretofore.
If the line of the top of the track Y Z were straight and perpendicular to the line 0 d at the point a, and if at the same time the scallop g in the spider-arm were of a depth equal to onehalf the diameter of the car-wheel, then at or near the point Y the end of the spider-arm would strike the tread of the car;wheel and prevent it from entering the scallop. I therefore raise the upper track above the level of the point a enough to let the spider-arms pass under the tread of the car-wheel at the point Y, and slope down the end of the track from Y to q. r
The relative positions/of the car-wheel and scalloped spider-arm at the point Y are shown by the dotted lines, wherein it is the former and g the latter. The lower track is depressed below the level of the-bottom of the scallop in the spider-arms as much as the uppertrack is raised above the same.
That part of the curved guard-iron X Y which lies over the part of track a Y is made parallel with a Y. An extra guard,X, attached to the posts 7c Z, is placed above the into each other, the arrangement of the lap-- wheels at their approach to the lower track, to cause the wheels to leave the scallops at the proper instant.
By the arrangement of tracks and guardirons just described I am enabled .to have the ear-wheels sink deeper into the scallops than heretofore-an obj eet of much importance when the conveyor is used to transmit power.
- I claim as my invention and desire to secure by Letters Patent 1. In an endless traineonveyer, the arran gement of the sides and bottoms of the cars so that they lap by or telescope into each other,- whereby'I am enabled to wholly discard the ends of the cars for the purposes'and in a manner substantially as set forth. v
2. In an endless train-eonveyer where the bottoms and sides of the cars lap by or telescope ping or' telescoping parts of the bottoms in curves, in mvhich the upper eurvedpart E, over the lower curved part; D extends past the axis of the axle in the manner specified,
i and for-the especial purpose of causing the" joint between them to tighten as the axles or sleeves wear away, as is fully set forth.
3. In a telescoping ear of an endless traineonveyer, in the stud M N, the eye T, having a screw-thread for fastening to the axle or sleeve,
as set forth.
4. In an endless traiireonveyer, the groove U in an axle-support, Q, arranged substan tially as and for the purposes specified. e
5. In an endless train-eonveyer, the guard iron X and the arrangement of the tracks 5 whereby a slope is produced from Y to a in the upper track and from a to Y in the lower track, all for the purposes specified.
6. In the ears of an endless train-eonveyer;
the specified construction of the eyes 13 and O of the coupling-bars A A, in combination with the sleeve and axle V, for the purposes set forth.
PETER BERGER, PATRICK MOOANN.