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Патент USA US2120751

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,- June 14, 1938.
‘Filed Jan, 21, 1927
l4 Sheets-Sheet l
June 14, 1938.
21, 1927
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‘June 14, 1938.
Filed Jan. 21, 1927
14 Sheets-Sheet 3
June ‘14, 1938.
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June 14, 1938,.
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June 14, 1938.
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Filed Jan. 21, 1927
14 Sheets-Sheet 6
June 14, 1938.
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Patented June 14, 1938
Robert T. Jenney, Los Angeles, Calif., assignor', by
mesne assignments, to Cross Parking Systems,
Inc., Chicago, lit, a corporation of Illinois
Application January 21, 1927, serial No. 162,534
133 Claims. (Cl. 214—16.1)
The invention forming the subject matter of
this application is a continuation in part of my
copending United States application, Serial Num
ber 24,305, ?led April 18, 1925, for Automatic ve
hicle storage systems.
micrometer stop mechanism used in this system
to lock the vehicle carrying trolley in exact pre
determined position relative to any desired stall;
Figure 8 is a section on~ the line 8—8 of'Fig
ure 7;
In the system described in said application,
Figure 9 is a fragmentary plan view of guide
ways somewhat inclined to the horizontal in order
that a vehicle in any stall may move by gravity
and locking mechanism used on the vehicle car
rying trolley and ‘in the stalls to move a vehicle
into the stall and lock it therein, and to unlock a
has been released by mechanism carried by the
sociated parts for depressing the shunt plate
vehicles are stored and locked in stalls on‘ run
vehicle and withdraw it from the stall;
10 on to a vehicle carrying trolley alined with the
Fig. 9a is a detail of the stall trip plate and as
stall, ‘after the vehicle locking means in the stall .
trolley. One drawback to the said system is the
constant pressure of the vehicle in the stall
controlling the operation of the pusher.
Figure 10 is a fragmentary elevation of a seg
mental cam plate forming part of said locking 15
15 against the locking mechanism, with the possible
danger of the mechanism giving way and allow- »
ing the vehicle tofall. out of its stall. In my pres
ent system of vehicle storage, I have arranged the
vehicle carrying ?oors and runways everywhere
horizontal and have provided locking mechanism
of the utmost simplicity, so that nothing short
of a complete wrecking of the structure can cause
a stored vehicle to fall out of its stall.
The main object of my invention is to provide
an automatic system of this type with means for
positively controlling the movements of a vehicle
during its transfer from one location to another
in the structure, and to avoid all tilting of vehi
cles into gravity actuated movement from one
location to another and against stop members
which may or may not hold the vehicle. ‘In the
' , present system, the ‘vehicle is constantly guided
in runways on horizontal floors and is positively
pushed or drawn in one direction or another on
Figure 11 is a fragmentary elevation of a piv
oted locking plate adapted to contact with a
vehicle wheel in a stall and operatively connected
to said cam plate;
Figure 12' is a fragmentary plan view of the_
said locking mechanism, showing the parts there
of in locking position;
Figures .13 and 14 are elevation and plan Views,
respectively, of a circuit making and breaking
contactor designed for‘ use throughout this sys
Figure 16 is an explanatory wiring diagram of
the switch locking and signalling mechanism used
in the system;
Figure 15 is a detail of a magneticswitch used
in the system;
Figure 17 is a front elevation of part of a relay
board, showingv one of the relays used in the sys
tem in elevation and another one in central ver 35,
members which are operated to act on one of the , tical section;
. Figure 18 is a fragmentary side elevation of the
vehicle wheels.
relay board showing a series of bus-bars mounted
Other objects of the invention will become ap
on the back of the board and adapted to be' con
parent as the detailed description thereof pro
saidrunways by pusher and puller or drawing
40 vceeds.
In the drawings:
Fig. 1 is a diagrammatic layout of
in elevation;
nected as desired to any one or more of the re
the system
Ilays shown on the front of the board;
Figure 19 is a horizontal section on
the line
19-49 of Figure 1'7;
‘ Figure 20 is a central vertical section of one of
Fig. 2 is a diagrammatic plan thereof;
the key controlled switches, shown as connected
to a relay controlled thereby and wired up to
used in the system;
Figure 4 is a sectional elevation of a vehicle' several of the bus bars carried by the relay board,
carrying trolley taken on the line ‘4-4 of Fig
ure 5;
Figure 5 is a plan view of said trolley, with the
vehicle retractor mechanism omitted for cleamess _
' of illustration;
Figure'6 is a diagrammatic wiring layout of the
, elevator control parts of this ‘system;
Figure 7 is a plan view and wiring diagramof a
- the relay and bars being illustrated diagrammati
Figures 21 to 24, inclusive, are details of the 50
switch locking mechanisms;
Figure 25 is a wiring diagram of the system;
Figures 26 to 29, inclusive, are details of the
elevator control gearing shown in Figure 6;
Figure 30 is a fragmentary elevation of switch 55
carried by the vehicle carrying trolley and used to
operate the elevator down from any of the upper
floors of the system after the trolley has moved
trance wing I to move a vehicle from a given po
sition adjacent the o?ice 5 onto the entrance
wing turntable, and may be used on ‘each turn
from a stall into the elevator at the ?oor;
Figure 31 is a fragmentary elevation showing
the said switch with the parts thereof positioned
trolley or onto the runways in each wing.
as it contacts with a cooperating ?xed contact
block as the elevator, with the trolley carried
thereby, mpves up from one floor to another;
Figure 32 is a fragmentary elevation of a switch
table to move a vehicle onto or off from th
The trolley framework comprises horizontal
side members H, cross members l8, 'and vertical
uprights I9, all suitably secured and braced to
gether to form ‘a carrier for a vehicle and for
such mechanism as may be necessary to move the 10
carried partly by the trolley and partly by the trolley, with or without its load, to and from any
?xed structure of the system’ at the ground floor desired location in the system.
thereof and back of the elevator and operable to
Upon the upper cross members 20 of the trolley,
send the elevator up in its shaft only when the the vehicle runways ID are secured and are
15 trolley movesfrom its loading point LP to and . ?anked by wheel guiding ?anges 2i between said 15
into the elevator;
runways and the outer sides of the trolley. These
Figure 33 is a wiring diagram showing the runways may be slightly depressed or provided
means for operating a turntable automatically by with suitable scotches to retain a vehicle cen
the action of the trolley pusher to turn and stop trally positioned on the trolley. Bearings 2|’ ex
20 the turntable in a predetermined position;
“ tend from the upper corners of the trolley frame 20
Figure 34 is a diagrammatic sketch ‘showing work to receive shafts 22 which, at each end
mechanism controlled by the weight of a vehicle thereof, are provided 'with ?anged rollers 23
on the trolley to determine whether the trolley adapted to ride upon the supporting rails I2 and
pusher mechanism shall operate or not as the
I3. Each shaft 22 is centrally journaled in a
25 trolley arrives at its loading station;
bracket 24 secured to the upper members 20 of 25
Figure 35 is a plan viewvof the switch contact the trolley framework, and has secured thereto
mechanism shown in Figure 34; and
a driven sprocket wheel, 25. A drive chain 26
Figures 4a, 4b, 4c, 4d, and 4e show fragmen
extends around the sprocket wheel 25 and around
tary details, to an enlarged scale, of several a driving sprocket2'l operated by the worm gear
30 parts of the pusher mechanism illustrated in Fig
ing 28 of a driving motor‘23 ?xed centrally to a
ure 4.
In Figures 1 and 2 of the drawings, the system
is shown as including a framework constructed
to provide a plurality of horizontal groups of
stalls arranged vertically in tiers.
The ground ?oor is shown‘ in Figure 2 as com
prising an entrance wing I and an exit wing 2 ar
ranged on opposite sides of a room 3 which is di
vided by a key operated switch board 4 into a
customer’s part 5 and an attendant’s office 6;
Runways ‘I are formed in each wing and are
adapted to aline with similar runways 8 on turn
tables 9, which may be rotated to cause their run
ways 8 to aline either with the runways ‘I or with
45 the runways ll] of the trolley ll mounted to move
on the horizontal supporting rails l2 ?xed on the
vertical framework of the system to aline with
similar rails l3 on the elevator l4.
The structure as a whole is arranged so that the '
50 trolley may be lifted by the elevator to any de
sired tier, and may then be moved horizontally
cross strut 30 at the lower end of the trolley
framework. It will be obvious from the drawings
that energization of the motor 29 in one direction
or the other will cause rotation of the ?anged
trolley wheels 25 to drive the trolley in any de 35
sired direction on the rails l2 and I3.
In order to move a vehicle .in either direction
from the trolley, the latter is provided with
duplicate independently operated pushers, only
one of which is described in detail herein, al
though both are shown in Figure 5.
Each pusher lever 30’ (see Fig. 40) comprises
a pair of plates 3| spaced apart at one end by
a'roller 32 mounted to rotate on the pivot rod 33
secured to one .end of each of said plates. A
swivel 34 is pivoted to the rod 33 and has pivotal
ly connected thereto the vehicle retractor 34'
(Fig. 9) which, with other mechanism to be de
scribed later, serves to operate a combined vehicle
locking and releasing mechanism and to with 50
draw vehicle's from their stalls. A combined
in that tier toward and from the elevator to
spacer and cable grip 35 spaces and secures to
deliver or remove a vehicle to or from any desired
gether the plates 3| intermediate the ends there
of; and the'ends of these plates 3|, opposite the
stall in that tier. In order to effect this, each
.55 tier of stalls has a rail l2 secured to the vertical
framework in such positions that the runways III
of the trolley are always on the same horizontal
level as the runways I5 in each of the stalls l8.
Each stall has a pair of these runways spaced
apart to correspond to the spacing of the trolley
runways l0 and to the standard spacing of the
Wheels of such vehicles as would normally be
presented for storage by the system.
One of the most important units of this system
is the vehicle pusher mechanism, which is de
signed for use mainly in moving a vehicle from a
trolley into the stalls, to set locking mechanism in
each stall to hold a vehicle therein, to release this
locking mechanism and withdraw a vehicle previ
ends to which the roller 32 is secured, are pro
.vided with guide trunnions 36 adapted to slide
in cooperating guide grooves 31 which are formed
in a vertical bifurcated pusher guide-38 ?xed to
the cross bar 39 of the trolley framework.
At the start of the pusher movement, the 60
,pusher‘lever 30' is positioned so that its roller 32
lies below the bottom of the trolley runway 10, in
order to permit the passage'of a vehicle there
onto. To ‘provide for this, the runway I0’ is
broken to form a passageway 40 for the roller 65
32, and the two parts of said runway are ?xed
in alinement with each other‘by a suitable roller
receiving casing member 4|, shaped to receive the
roller 32 below the runway l0, and by such other
70 ously locked in a stall from said stall and onto the - bracing members as may be necessary to support 70
trolley. This pusher mechanism is shown in de
the said parts properly.
tail in Figures 4 and 5 as mounted on the trolley,
A combined chain and cable drive is provided
but it must be understood that .it may be used
wherever found necessary or desirable in the
75 system. For example, it may be used in the en
to move the pusher lever so as to cause the roller
32 to rise‘ out of the casing 4| and to move over
the top of the runway to and across the other end
of ‘the trolley and into a. stall to position 2. ve
hicle therein vor remove one therefrom. The chain
drive starts with a motor 42 which, through the
worm gear drive 43, rotates the sprocket wheel 44
supported along with said drive on the brackets
, 45 adjacent one end of the trolley frame.
the movement of the pusher in either direction
across the trolley, the pusher guide 38 is pro
vided, near‘ the intersection of the guide grooves
.31, with a pointed pivoted plate 38' having a
projection 38" on its rear face adapted to con
tact with either side of a cam 36’v formed ad
endless chain 46 extends around the sprocket
jacent the trunnion 36 on each plate of the push- '
wheel 44 and around a second sprocket wheel 41
supported on the bracket 48 adjacent the other
er lever.‘ It will be apparent from the drawings
that when the pusher mlotor is started in op
end of the trolley frame.
eration, the‘ trunnion 36 of the pusher lever will
Standards 49 at each end of the trolley‘ frame
be- moved down the right hand branch of the
carry guide wheels 56 with the lower edges there- . guide 33 and into the vertical groove 31’ and-the
of in alinement with the centers of the sprocket roller 32 will be raised out of the casing 4| and
wheels 44 and 41. A third guide wheel 5| is se— moved along the runway Hi. When the pusher
cured by a bracket 52 to the bottom of runway lever is vertical, the trunnion 36 has reached its
l0 vertically over one of the guide wheels 50, and downward limit in the groove 31’; and, as the
a fourth wheel 53 is held by a bracket 54 at a pusher lever moves over toward the stall, the
predetermined position and distance from the top trunnion rises in the groove 31',‘ the right hand
of the runway l0 and is centered between thev edge'of the cam 36’, as considered in Fig. 4, con
furcations of the guide 38'. A ?fth wheel 55 is tacts with the left hand side of the projection
also mounted in a‘ predetermined position rela
38" and thereby moves the point of the plate 38'
tive to the passageway 40 and the center of the
guide 38 in a bracket 56_suitably secured to the
trolley frame-work so as to permit the pusher
lever to ride over'the top of the wheel 55 to such
position as may be necessary for the lowering of
the roller 32 below its runway. A cable 51 ex
over into contact with the right hand side of the
vertical groove 31’, which then becomes a con
tinuation of the left hand branch groove 31.’
This shunting operation is repeated as the pusher 25
levermoves back from the stall end of the run- .
way to its rest position in the casing 4| .
tendsiaround the guide wheels 50, 5|, and 55,
below wheel 53, and against a-takeup wheel 58
rotatably mounted in a bracket 59 suitably ?xed
to the trolley framework.
A pivot 60 pivotally connectsva connector 6|
operation is illustrated in Fig. 4e. The trolley
runways may be slightly depressed or provided
with scotches to retain a vehicle centrally posi
tioned on the trolley.
to the drive chain 46 and this connector is, in
turn, pivotallyvconnected to the cable 51 by a
‘tal and may even be slightly inclined to the hor
izontal so as to tend to move the vehicles against
the back walls of the stalls and away from the
pivot 62, the distance between these two pivots
being exactly equal to the radius of each of the
drive wheels 44 and 41. ‘This construction serves
to maintain the cable 51 approximately centered
between the upper and lower stretches of the
chain 46 during the operation of the pusher,
and thereby eliminates the undue stretching of
the cable 51 which would otherwise result from
direct, connection of_ the cable 51 to the chain 46
_and the consequent raising and lowering of the
cable 51 to the top and bottom of the sprocket
wheels 44 and 41. A cam 63 is ?xed to the chain
46 to contact with a contact arm 64 (see Figure
trolley. In this case,vhowever', they are shown
as horizontal and it becomes necessary to provide
mechanism for looking a vehicle in its stall after
it has been pushed into it, and also for releasing
this’locking mechanism and withdrawing a ve
The cable 51 is secured to the grip 35 at the
point where the cable passes through the grip
when the pusher is in its rest position and the
' cam 63-and connector 6| are in the-pusher. start
ing operation positions shown in Figure 4. _ In
this ?gure, the guide grooves 31 are shown as in
tersecting. in a common vertical groove 31'; and
in order to ensure the trunnions'36 being trans- ‘
ferred from one guide groove tothe other during
hicle from its stall onto the trolley. Mechanism
for this purpose is shown in detail in Figures 9,
i0, 11 and 12.
eThe retractor 34’ (see Figure 9) is pivoted at
one end to the swivel 34 and is curved to form an 45
oifset 65 on the end of which is pivoted the retrac
tor roller 66. .The retractor travels over and is
4) and stop the ‘pusher motor at the termina ‘ guided by alined track members 61 and 68 ?xed on
tion of the pusher operation. The relative . the trolley and stall ?oors, respectively. These
lengths of the chain 46 and cable 51 and the track members are provided with alined grooves
positions of the several parts of the pusher which guide a pin 69, depending from the retrac
mechanism are so predetermined that the pusher tor 34', to hold the retractor out of engagement
mechanism, between the starting and stopping of with a vehicle wheel when, the pusher is operating}
the pusher motor, moves the roller 3I'out of the to move a vehicle into astall, and to move the
casing 4| and across the top of the runway l0 retractor into engagement with the wheel of a
into a stall and back again to its starting position vehicle stored in a stall and to withdraw it from
in ‘the casing 4|. To effect this cycle of opera
storage therein.
The grooves 16 and 1| of the trolley track meme
tion, it-is essential that the distance between the
centers of sprocket wheels 44 and 41 be exactly ber 61 aline with the grooves 12 and 13, respec
equal to the draw of the-cable 51 over its wheels tively, of the stall track member, and have their
in moving the pusher roller from its position atone »- ends connected by cross grooves 14 and 15, respec
end of the trolley runway to its extreme position tively, to form a continuous’ guide circuit for the
retractor pin 69. A frog 16 is pivoted on the
at the other end thereof. This necessarily fol
lows from the fact that‘ continuous rotation of trolley track member 61 between the grooves 10
the ‘chain 46in one direction is used to cause re
and 1|, and is controlled by-the spring 11 to close
ciprocation of the cable 51.
‘ The stall ?oors of this system are horizon
the grooves 10 and 14, and is shaped so that its '
edge 18 normally alines with one edge of the
groove 10.
On thestall member 68. a shunt plate 19 is
pivoted on pivot 60, and is shaped and spring 70
controlled so as normally to prevent passage of
the pin 69 from the groove 12 into the cross
groove 15. A pin 8| on the member 68 serves as
an anchor for one end of a spring 82 which coils
around the pivot 86 and is bent up and around 75
the edge 83 of the shunt plate 19 to force the
latter against the stop pin 84 ?xed on the mem
ber 68, with the edge 83 in alinement with one
edge of the groove 12.
‘On the runway I5, in about the position the
vents the pin 69 from entering the cross groove 15,
and when the pusher moves away from the stall
the pin 69 returns with it in the same grooves
'12 and 18. As soon as the pin 69 moves back free
of the edge 83, the spring 94 moves the shunt
right rear wheelv of a vehicle would normally oc
cupy when properly stored in a stall, there is
pivoted a plate 85 normally held perpendicular.
plate until the edge I8I thereof lies across and
obstructs the guide groove 12 and remains in this
position so long as the vehicle wheel presses plate
to the runway I5 by a link 86 which is pivoted to
85 down onto the runway I5. ,
10 the edge of the plate 85 at a suitable distance
from the hinge connection between the plate 85
and the runway I5. This link 86 has its other
end bent down and pivoted into an arm 81 of the
bell crank 88 which is pivotally mounted on the
15 track member 68. The plate 85 is pivoted on a
horizontal axis extending transversely of the run
way and, when depressed, occupies the position
indicated by dotted lines in Fig. 9. The mounting
of this plate and the connection between the
20 same and the bell crank lever 88 are clearly
shown in Fig. 9a. The other arm 89 of the bell
crank is connected by a spring 98 to the anchor
8|, and the link 86 is of such length that when
the bell crank is acted upon by the spring 98
25 only‘, the plate 85 is perpendicular-to the run
way I5.
A rod 9I has one end pivoted to the bell crank
arm 89 and passes freely through a lug 92 pressed
laterally upward from the shunt plate 19, and has
30 a nut 93 secured thereon to form an abutment for
one end of the spring 94 which is wound on said,
rodv between the lug 92 and the nut 93.
Projecting laterally from and ?xed to the track
member 68 is an arm 95 having its end 96 up
35 turned to serve'as one abutment for a strong
spring 91 which is wound around a rod 98 passing
through suitable ‘apertures in the lug 92 and the
upturned end 96. A nut 99 is ?xed to the rod 98
and serves as one abutment for said spring 91;
40 and a second nut I88 is threaded on to the end
of the rod 98 where it projects outwardly through
of spring91 until the pin reaches the intersectionv
of the groove 12 with the cross groove 15. The
pressure of the strong spring 91 then moves the
pin 69, and the retractor with it, across the cross 20
groove ‘I5 into the groove 13. The retractor roller
is then in front of the right hand rear wheel of the
vehicle and engages said wheel to withdraw the
vehicle from the stall as the pusher moves back
ward to the trolley. When the pusher nears its
rest position, the pin 69 enters the cross groove
14, passes the frog 16, enters the groove 18 once
more, and thereby withdraws the retractor roller
from its wheel engaging position over the runway
I8. The frog 16, of course, closes the cross groove 30
14 and prevents accidental movement of the pin
69 directly from the groove ‘I8 into the groove 14.
The retractor 34 is also used, as it moves into
and out of a stall, to operate mechanism for
locking and holding a vehicle therein. On the
left hand runway of the stall, a plate I82 is
hinged and is provided on one of its lateral edges
with a pin I83 adapted to slide in a cam groove
justing the rod 98 so as to space the nut 99 from
I84 formed in the wide segmental edge of a
locking quadrant I85 pivotally mounted on the 40
stall ‘?oor. An arm I86 projects radially from
the. quadrant I85 and is of such length that it
can be tripped by a pin I81, projecting laterally
the lug 92 at such a distance that the plate 19 is
downward from amoi’fset I88 formed on the re
the upturned end 96 to serve as a means for ad
.45 not subjected to the action of the strong spring
91 until the edge I8I of the shunt plate 19 lies
across and obstructs the groove 12.
If the pusher were operated without a vehicle
being either on the trolley or in the stall, the
When the trolley next comes to the stall to
remove a vehicle therefrom, the pusher moves
into the stall and pushes the retractor 34' ahead
of it, with the retractor pin 69 riding in the
grooves 18 and 12.- As the pusher moves into
the stall, pin 69 engages the edge I8I of the shunt 15
plate and moves it laterally against the pressure
retractor guide pin .69 will merely ‘reciprocate
in the alined guide'grooves 18 and 12 without
moving the retractor laterally across the runways
ID or I5.
When the trolley arrives at a stall with a vehicle
55 to be stored therein, the pusher roller alone en
gages the rear end of the right rear wheel of
the vehicle to push the vehicle into the stall;
and the retractor pin 69, riding in the alined
grooves 18 and 12, holds the retractor out of
60 engagement with the front of said right rear
wheel. As the vehicle moves into the stall, its
right front wheel passes over and momentarily
depresses the plate 85 to cause the linkage mech
anism to move the shunt plate 19 over into the
65 groove obstructing position shown by dotted lines.
tractor 34', only when the pin 69 reciprocates in 45
the alined grooves 18 and 12.
The arm I86 is normally positionedv in the
path- of the pin I81 by the bumper springs“!!!
and H8, each of which has one of its ends fixed
relatively to the floor of the stall. It will be 50
obvious from the drawings that as the quadrant
is moved from one position to another between
the springs I89 and H8, the cam groove I 85 will
cause movement of the pin I83 from the hori
zontal part III of said cam groove to the other 55
horizontal part H2, and vice versa. It will also
be apparent that when the pin I83 is in either
horizontal portion of the cam groove the plate
I82 is locked in position and can be moved, only
by moving the quadrant I85.
As the retractor 34' moves, with its pin 69 in
the grooves 18 and 12, into a stall, the trip pin
I81 trips the arm I86, if it be in locking position,
and lowers the locking plate I82; and, as the
retractor moves out of the stall, with its guide 65
pin 69 still in grooves 12 and 18, its trip pin I81
After the front wheel has passed over this plate‘
85, the several springs restore the plates 19 and 85 - again trips said arm I86 and raises the plate
I82 into locking position. The bumper springs
to their normal positions. As the vehicle con
I89 and H8 permit the arm I86 to yield su?i
tinues its movement into the stall, the pin 69
70 moves in groove 12, ahead of the right rear wheel ciently to free the-trip pin I81, and move the 70
of the vehicle, and rides against the edge 83 of arm in one direction or the other to restore it
the shunt plate 19 and prevents. it moving into the to tripping positions after the pin I81 shall have
dotted line position, even after the vehicle is in passed out of tripping contact therewith. Move
its storedposition and is holding the plate 85 ment of the retractor into the stall always un
locks the locking mechanism, if it be in‘v locking
75 depressed. ' The edge 88 of the shunt plate pre
Y position during such movement; movement of the casing I20 having a bracket I2I ?xed to the bot
tom thereof. A carrier I22, slidable in a guide
retractor out of the stall always moves said mech
anism into locking position, unless the retractor . groove I23 in the bottom I24, is provided at one
of its ends with a guide rod I25 slidable through
has been shunted into vehicle withdrawing posi
tion by the plate 19, in which case the trip pin‘ a guide opening I26 in bracket I 2I and serves to
I01 has also been shunted out of the path of
position a compression spring I21 between said
arm I06 during the withdrawing movement of the
retractor and leaves the said mechanism un
bracket and said end, a pin I28 being ?xed to a
the end of said rod to limit the movement of the _
carrier by its spring I21.
It will be noted that the guide members 31
are not located centrally of the trolley. The
reason- for this will be obvious from the fact that
the pusher must actually enter into the stall in
order to position a vehicle so that its rear'end
may not project outside the stall. This will also
' explain the reason for offsetting the roller end
of. the pusher, since the lever must clear
the ?oor of the stall as it projects thereinto.
The curvature of the guide members can be
20 readily determined by plotting the lever in differ
ent positions with its roller pivot lying in differ
ent positions in the line :cl—x, which is located
sufficiently, above the runways to ensure proper
clearance for the pusher roller‘ and effective
25 driving contact with‘ a vehicle wheel. The meth
od of plotting these curves is set out in'detail
in' my copending UnitedStates application Serial
Number 24,305 ?led April 18, 1925, and need not
be further described here.
As previously stated, the (pusher mechanism
. may be installed wherever found necessary or
At its other end, the .carrier I22 has an up '10
wardly projecting arm I29 having an insulating
block I30 suitably ?xed to the top thereof.‘ A
pair of lugs I3I' project laterally from the said .
arm, and are .provided- with'apertures I32 to
serve as guides for a pair of guide rods I33 con 15
nected to the arcuate contact block I34. Com
pression springs I35 wound around said rods I33
tend to separate the contact block I34 from the 4
arm I29. The contact block I34 is provided with
a guide plate I36 whichis slidably mounted in 20
a slot I31 formed in the arm I29 and inan oifset
I38 projecting laterally therefrom, a pin I33 be
ing secured to the free end of the plate I36 to
retain and limit the sliding movements of this
plate in its slot I31.
A magnet I 40 is supported on the under side .
of the top I4I of the casing I20 to control ,an
armature I42 mounted on an insulating block
I43 which is suitably secured to an arm I44 piv-.
_otally' connected at one of its ends to a contact 30
pivot member I45 carried. by the end wall I46
desirable in the system. In Figure 2, for exam-'
ple, a pusher. unit is indicated as installed in the
of the casing I20. The arm I44 is curved ‘up
wardly to form a stop I41 which bears normally
ground ?oor entrance wing to move a vehicle
on to a turntable equipped with duplicate pusher
units similar to those already described as mount
ed on the trolley. The retractor and locking
mediately ‘below the insulating block I30,‘ and 35
this stop has an offset I43 projecting laterally
against a roller I48 mounted on the arm I23 im
therefrom and over the insulating block I30 to
mechanisms will obviously be omitted wherever ‘ rest on said block and limit the downward move
there is nothing more required than the pushing
40 of a vehicle from one location in the system to
an adjacent location.
There is nothing particularly novel in the me
chanical details of the turntable itself, the nov
elty residing mainly in the combination of the
pusher mechanisms and electrical controlling de-'
vices with the turntable to cause it to operate
’ automatically in cooperation with other elements
of ‘the system. The turntable structure itself
comprises a ?xed'annular rail II3 adapted to
support and guide the rollers II4 journaled in
the bearings II5 on the framework II6, to which
is secured‘ the worm gear ring mesh with
the worm. II 3 which is adapted 'to be rotated by
- the motor H3 in either direction to cause rota-'
' ; tion of the turntablé in to positions necessary to
effect alinement of the turntable runways with
the runways on the trolley or in the wings of the
system. The automatic control ‘echanisms for
‘the turntable} will be described in detail herein‘
The system as a whole is automatically'oper
ated by electric switch mechanism, arranged on
the control panel]. Each stall is provided with
a. series of contacts electrically connected bysuiti
able wiring. through‘its own particular relay, -to
its own particular key-controlled switch on the
panel 4, and the vehicle carrying‘ trolley is pro
vided with a corresponding series of circuit mak
ers and breakers to cooperate with said contacts
and with motors carried by the trolley to stop
the trolley at the stall, operate the vehicle pusher,
and start the trolley back to the elevator or to
the main entrance, as conditions require.
‘Each circuit maker’ and breaker, hereinafter
referred to as a contactor, comprises an insulated
ment of_ the arm I 44 when the magnet is~deen
To cooperate with the contactor just described,‘
a contact I50 is secured in an arcuate insulating
block I5I mounted in the base I52 which is
adapted'to be suitably secured to any part of the
system wherever found necessary or desirable to 45
operate a contactor of the type described. For
example, it may be mounted on the structure
framework adjacent a stall to make contact with
block I34 of a contactor carried by the trolley.
Each contact I50 is connected by its wire I53 to 50
its particular key controlled ‘switch on the control
panel 4.
These contactors are designed to control motor
operating latch switches of a type, peculiar to
this system. For the purpose of illustration, one 55
of these switches is " shown in Figure 13 as con
nected up to two contactors to be controlled
thereby. The switch comprises an arm I54 piv-'
oted at one of its ends and carrying motor con
trol contacts I55 and I56 at its free end. The
arm\I54 is normally pressed into inoperative posi
tion against a stop I61 by a compression spring ‘
I53, and may be drawn into circuit closing opera
tive position by means of an electromagnet I59.
An arm. I60 projects laterally from the army I54 65
and is provided with a projecting-shoulder I6I
- adapted to be engaged by a cooperating shoulder
I62 at one end of a latch I63 which is pivoted
at its other end and is provided with an arma-
ture I64 adapted to be attracted by the electro 70
magnet I65. As shown in Figure 13, the motor
switch arm I54 is latched in circuit closing posi
The magnet I40 has its wiring connected at
one end by the wire I66 to the pivot end of arm
I55, and has its other end connected by the wire
I61 directly to a spring contact plate I68 ?xed
on‘the switch arm I54 and adapted to move with
arm- Id? into and out of contact with the ground
wire I69. ?xed inside the casing I20 are con
the stall and the contact block I34 has again been
projected to permit the arm I44 to fall with its
offset at rest on the insulated block I30. In
other words, when contact is made, the magnet
I40 is energized ?rst, then magnets I40 and I65
tacts I15 and iii in such position that they
make'contact with the offset I49 of the arm
I56 only when said‘ arm- is pulled up with its
armature against the magnet I00. A wire I12
are energized simultaneously and remain so en
10 connects contact I1I to the plate I38; a wire
to that just described and is effected by a struc
turally similar connector G. in this case, how
I33 connects contact I10 to one end of the elec
tromagnet It5; and a wire I'M‘connects the other
end of the magnet I65 to the wire I61, which, as
previously described, leads through the spring
15 contact I68 and Wire I69 to ground.v
As so far described, the contactor I20 may be
considered as controlling the circuit breaking
magnet I65 to throw. the switch arm I54 out of
operation and corresponds to the contactor
20 designated by the reference character F in the
wiring diagram of Figure '25. A. second con
tactor, the position of which is merely illustrated
diagrammatically in Figure 13, is used to operate
the circuit closing magnet I59, and corresponds
25 to that designated by the reference character G
in Figure 25. The operation of these contactors
ergized until their common ground connection is
The closing operation of switch I54 is similar
ever, the wire lil5, corresponding to the wire IE1,
is connected directly to the spring contact plate
I'I8 which contacts with the wire I19 when the
latch 363 is in raised position, the wire I19 being
connected in turn to the ground wire I69. The
wire I16, corresponding to the wire I13, is con
nected to the same spring contact plate I18
through the magnet I59 and wires I11 and I15.
When the circuit is closed through the contact 20
plate I34 of the contactor G, current flows first
through the wire I55 to the contact plate I18,
and thence through wires I19 and I69 to ground,
thereby energizing the magnet I40 of contactor
G to cause it to snap up the arm I44 against the
contacts I10 and HI of contactor G. Then, with
is somewhat as follows:'—-Assuming that the
the arm I44 raised as described, current ?ows si
switch I54 is in circuit closing position, as shown
in Figure 13, and is held in this position by the
latch I63, with the trolley moving toward a stall
multaneously through magnet I40 of contactor G
and the circuit closing magnet I59, through wires
I15 and I16, spring contact plate I18, wire I19
to move a vehicle thereinto or withdraw one
therefrom: then, when the trolley arrives at the
stall, the. contact I50 forces the contact block
I34 inwardly against the pressure of the springs
35 I35 and closes the circuit from the wire I53
through the arm I29, roller I48, and wire I66,
magnet I40, wire I61, spring contact plate I68,
and wire I69 to ground, and holds these magnets
energized until the magnet I59 draws the switch
arm away from its stop I51 sufficiently to permit
the latch I63 to fall into locking engagement with
the arm I60'and separate the contact plate I18 35
from the grounded wire I19.
It will‘be apparent from the foregoing descrip
and wire I69 to ground. This energizes the mag- _ tion that when once either the opening or closing
net I40 and causes it to snap up the arm I44 circuit operations have been performed by either a
of the contactors, neither operation can be again 40
40 to make the offsetthereof contact with the con
tacts I10 and MI. The springs I35 immedi
ately force the arm I29 under the arm I44, and
current then ?ows from the wire I53 through‘
the wire I12, contact "I, and offset I49, where
46 it splits at the contact I10 to ?ow through the
arm I44, wire I66, magnet I40, wire 'I61, and
spring contact plate I68 to the ground wire
I69, and also through contact I10, wire I13, cir
ciiit opening magnet I85, and the wire I14 to the
50 wire I61, contact plate I68 and ground wire I69.
This energizes both magnets I40 and I65 si
multaneously and holds them so energized until
the magnet I65 shall have attracted the latch I63
from engagement with the arm I60, thereby per
55 mitting the spring I58 to force the switch arm
I54 back against the stop I51 into open circuit
As soon as the arm I54 is released the
contact plate I68 separates from the ground wire
I69, and the circuits through the magnets I40
60 and I65 are at once broken.
The contactor arm
I44 immediately falls away from the contacts
I10 and HI and rests on the insulated block I30
with the o?set I49 out of contact with the con
tacts I10 and I", the distance between the top
65 of the block I30 and the contacts I10 and HI
being greater than the distance between the bot
‘ tom of arm I44 and the top of o?set I49 in order
to provide a gap between‘ said top and contacts
when the arm I44 rests on top of the insulated
performed while the operated contactor is in con
tact with the contact plate which caused such op
The return line in each stall is normally broken,
and a magnetic switch MS is located in each stall 45
as soon as thekey switch controlling the stall
wiring is turned to energizing position, and to
cut in the line where it leads to other points and
the trolley must make contact on its way to a
energized, to attract this armature to cause a
contact I86 at the free end thereof to move into
contact with a contact I91 on the end of the re
turn wire I88. This magnet has its wiring con 60
nected at'one end to the ground wire I89, and
has its other end connected by a wire I90 to the
return wire I88. The function of this magnetic
switch will be apparent from the illustration
thereof in Figure 25, and will be described in de
tail when the operation of the control mechanism
is taken up later for description.‘
In order to control the stopping of the trolley
at any desired stall, each stall is provided with
It will be apparent that, after the
?xed contacts connected by suitable wiring to its
contactor and the switch have been once op
erated and as long as the contact block I34 is
particular key operated switch located on the
main control panel in a position corresponding to
the location of thestall in the system; and the
70 block I30.
in contact with the contact I50, neither of the
magnets I40 nor I65 can be againenergized
until the trolley shall have moved away from
This magnetic switch is shown in detail in Fig
ure 15, in which a support I80 is shown as having
an armature I8I mounted thereon to swing about
a ?xed pivot I82 and is held normally against a
stop I83 by a spring I84. A magnet I65, sup
ported adjacent said armature, is adapted, when
elevator and structure framework are also pro
vided, on each tier, with cooperating contactors
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