Improvements in Pneumatic Carrier Systems.
Year: 1899

page_text: Date of Application, 2nd May, 1899-Accepted, 8th July, 1899
COMPLETE SPECIFICATION.
Improvements in Pneumatic Carrier Systems.
1. EDMOND ARMITAGE FORDYCE, of 1091, North Clark Street, in the City of
Chicago, in the County of Cook and State of Illinois, United States of America,
Mechanical Engineer, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:—
This invention relates to an improved pneumatic carrier system and more
particularly to a system which is intended for transporting bulky parcels
through considerable distances, and the system as shown is designed to be used
below ground and in connection with cars capable of carrying loads of mer
chandise of several hundred pounds weight. Some of the principles of my
invention may be applied in systems constructed for lighter work. My improved
system may be used with air under pressure or by the aid of a vacuum or
exhaust. As arranged it is intended to be used with pressure. My system
comprises, as hereinafter shown and described, two lines of pipe or tube, one
for dispatching and the other for receiving, said lines being interconnected near
their ends. Each line has at its ends respectively, a dispatching and a receiving
terminal, and each line may have between its ends any desired number of inter-
mediate stations and at each intermediate station is provided a combined receiv-
ing and dispatching apparatus. The air is controlled in the system by moving
gates which are operated by pistons which are moved by pressure or exhaust,
the movement of the pistons and the gates being controlled in some instances
manually and in other instances automatically by the carrier itself. With this
general statement of the principles and constitutent parts of my apparatus. I
will refer to the accompanying drawings, in which:
Figure is a diagrammatic view showing the complete system, the line pipes
being broken away at different points, in order to condense the view;
Figure 2 is a plan view of one terminal of the two lines of
Figure 3 is a sectional elevation above the line A-A of Figure 2, showing
that portion of the apparatus which is used as a dispatch terminal.
Figure is a sectional detail of a valve box:
Figure is a side elevation of the terminal of the receiving pipe:
Figure 6 is a plan view at the junction between one of the main fubes and
a branch and showing the switch set for the main tube:
Figure is a sectional plan view of the same junction, showing the switch
set for the branch:
Figure S is a transverse section on the line B-13 of Figure looking in the
direction of the arrow:
Figure 9 is a side elevation of the parts shown in Figures 6 and 7:
Figure 10 is a transverse section of the main tube showing a car therein, the
latter having a selective device shown in connection therewith:
Figure 1 is a detail sectional view through a portion of the switch box and
designed to show a means for steadying the car while passing the curve:
Figures 12 is a plen view of one of the intermediate stations on the main

page_text: tube and particularly showing the arrangement of its mechanism for controlling
the gates thereof;
Figures B, 14 and 15 are detail views of valves used in connection with the
gate mechanism of the intermediate station:
Figure 16 is a side elevation of such intermediate station apparatus; and
Figures 17 and IS are a plan view and elevation respectively of the manually
operated valve used in connection with the gates of the station.
The sending tube 20 and the receiving tube 21 may be made of cast iron and
of any suitable diameter. It is practicable to operate a system of this sort
having a main tube of from twelve to thirty-six inches diameter. The dispatch
tube 20 has a dispatch terminal which may be of skeleton form, as indicated
and consists simply of tracks or bars 22. 3. to support the carrier.
The ter-
minal portion of the tule 20 is provided with ways 24 25 for the sliding
gates 26 27 said gates being controlled by pistons 28 -29 working within the
cylinder 30 31. These pistons are moved by pressure. The main pipes are
connected together by the crosspipe or branch 32 and by the loop 31, which
latter includes the compressor shown at 34. Therefore all parts of the system
contain air under pressure. As shown in Figure 2, the cross connection 2 i
of elbow form and the main tubes 20-21 are simply slitted or perforated, such
lits or perforations being enclosed by a casing, as shown at 5. The dispatch
tube or pipe is therefore sul jected to pressure in front of the gate 27, while its
portion intermediate the gates 26 and 27 is not subjected to the main pressure.
The carrier is indicated by the dotted lines at 36 in Figure 2, and it is shown
in end elevation in Figures 10 and 11. The gate 27 is normally closed and the
gate 26 normally opened. The carrier then may be introduced into the end of
the pipe 20 and then the vale mechanism will be manually operated to change
the positions of said gates and to admit air behind the carrier, for the purpose
of carrying it forward into the tube. This valve mechanism is shown in plan
view in Figure 2 and in sectional elevational in Figure 4. It consists of a
stationery Fody 37 provided with a series of ports. From these ports, pipes
lead to the respective ends of the cylinders 30-31 and a cylinder 38.
Figure 2, said cylinder containing therein a piston 339 and piston rods or stems
extending through its ends and connected to gates 10-11. The gate 40 par-
tially closes the cross tube 32 and the gate 41 controls a by-pass 41, which leads
from the pipe 32 into the main pipe 20 back of the position of the carrier. The
several ports in the valve body 7 are controlled by a pivoted plate 44. The
valve plate 44 is hollow in its under side and it always covers the supply port 45
and is arranged to cover three additional poris.
Now supposing that the errrier be introduced into the dispatch tube, the
gate 27 being closed and the gate 26 open, it will be seen that the piston 29 is
at the inner end of its cylinder, while the piston 28 is at the outer end of its
cylinder. The outer end of the cylinder 30 is connected to the valve box by the
pipe 46, its port being marked 47, while the opposite end of the cylinder is
connected to the valve box by the pipe 48, its port being marked 49. To move
the gate 26 therefore, the valve box plate is moved in the direction of the arrow.
so as to cover the port 47 and open or uncover the port 49. This results in
mitting the fluid pressure entering by way of the port 45 through pipe 46
into the outer end of cylinder 30, thus moving the piston 28 and closing
gate 26.
At the same time the air in front of the piston escapes through the
pipe 48 and port 49. The next operation consists in the opening of the gate 27
oud this is done by swinging the valve box an additional step, thereby covering
the port 50 of the valve box and admitting the motor fluid through pipe 1 to
the upper or inner end of the cylinder 31, and at the same time, the port 52
in the valve box is uncovered and the air in front of the piston in the cylinder 1
is permitted to escape through the pipe 58. The continued or additional move-
ment of the valve box will put port 54 into communication with the supply and
air will pass through that port and a pipe 57 into one end of the cylinder 38,

page_text: so as to drive the piston 39 in a direction to open the gate 41 and partially cut
off the current of air passing through branch 32 by means of the gate 40. The
air in front of piston 39 escapes through pipe 56 and port 57.
This partial
closing of the passage between the two main tubes will result in sending the
greater portion of the air through the pipe 43 into the sending tube 20 behind
the carrier and the latter will therefore be forced out into the main line tube.
After the carrier has passed the gate 27, the valve mechanism is returned to its
original position, thus in due order and sequence opening branch 32, closing the
branch 43. closing gate 27 and opening gate 26. The carrier proceeds through
the dispatch tube to the end of the line, unless it is switched out at an inter-
mediate station. To enable this switching to be done automatically, the carrier
itself is provided preferably with selective devices which will now be described.
The body of the carrier or goods receptacle 36 is mounted upon a frame 58
supported by wheels 59, and it also has preferably anti-friction guide rollers 60).
The tube is provided with a groove 61 for the truck wheel 59 and an arm 62 is
pivoted at one end to the frame 58 and at its outer end carries a
roller 63. Said arm may be set at any desired angle by means of a pin
passing through the arm and into any one of the series of apertures 64. This
arm acts as a selective device to operate switching mechanisms, which are shown
in Figures 6 to 9, inclusive. The tube 20 has arranged adjacent to the inter-
mediate stations, a pivoted shoe 65, arranged within a suitable air tight
casing 66, the edge of the shoe projecting through a slot in the wall of the
tube and in the path of the anti-friction roller on the arm 62. These shoes 65
will be arranged in different positions in the periphery of the main tube and in
radial coincidence with the several positions in which the selective device may
be placed. The movement of this shoe on its pivot is made to control the
switch 67 and this may be done either mechanically, pneumatically or electri-
cally. I have shown intermediate means whereby the switch is phematically
controlled, the pressure fluid being diverted from the system. Figures 6 and 7
show the switch in its two positions. The shoe 65 operates a sliding stem or
plunger 68, which has the valve plates 69 70 71 and the valve casing 12 has
the vents 73-74 therein. The pipe 75 leads from the main tube 20 into one
side of the valve casing and from the opposite side, the pipes 76-77 lead to the
respective ends of the pressure cylinder 78. The piston 79 within said cylinder
is connected to a rod 80, which extends back beyond the switch 67, but is con-
nected intermediate its ends to the switch by the link 81. At a point between
the cylinder and the switch connection, the rod 80 is connected by means of the
cranks 82-83 and crank shaft S4 with the toggle links SJ-86, the latter being
pivotally connected to the pivoted guide bar 87. The extremity of the rod 80
is pivotally and eccentrically connected in a similar manner to the guide bar 88.
The ends of these guide bars meet, thereby forming an elevated bridge or guide
rail across the main tube and in line with the inner wall of the branch tube.
On the opposite wall of the branch tube, a fin or rib, 89 is located, under which
the roller 60 takes thereby, in conjunction with the groove 61 in the bottom of
the tube, steadying the carrier and guiding it properly into the branch
tube. The guard arms are intended for the same purpose and both of these provi-
sions may not be found necessary. In Figure 7 the switch is set for the branch
tube and after a carrier passes through into the branch tube, it is necessary to
return the switch mechanism to its normal position. To do this I employ the
following mechanism: A pipe 90 is connected into the side of the branch tube,
said pipe being open at its lower end and a pipe 91 is connected therewith above
the open end and leads to the lower end of a small pressure cylinder 92. The
valve stem 68 projects through into said cylinder 92 and a piston 93 reciprocates
therein. Normally therefore, the space below said piston is open to the atmo-
sphere. In the pipe 90 a small plunger 94 reciprocates. its stem being con-
nected with a trip arm 95, which is normally upheld by the spring 96, thus
maintaining the plunger above the end of the pipe 91.
As the carrier passes

page_text: out through the branch tube, the switch arm 95, which will be in the path
of the main track wheel 69, will be depressed, thus driving the
plunger below the end of the pipe 91 and permitting the air pressure
from the system to pass through said pipe into the cylinder 92 below the piston
therein. This will result in shifting the valve stem 6S and its valves and
returning the shoe 65 to its normal position. In shifting the valve plates 69 −70
and 71, the air will be exhausted from in front of the piston 79 and pressure
admitted behind it to return it to its normal position and this will result in
returning the switch and guard arms to their moral positions. This switching
mechanism may, of course, be employed simply to divert the carriers to an inter-
mediate station, but as it is desirable to return the carriers into the main line
again. I have shown in the drawings, provisions at the intermediate stations for
this purpose.
What has heretofore been called the branch tube is marked 97
and its outer end or extremity is joined into a returned branch tube 98. Beyond
the trip 95 above described, a gate 99 is arranged, so as to close the tube, said
gate being controlled by a piston within the cylinder 100, A similar gate is
provided at the extremity of the branch tube 97 and return tube 95 and is
marked 101, being controlled by a piston within the cylinder 102. Gates 103
and 104 are arranged in the return branch 98 and in the main tube 20 and are
controlled by pistons working within the cylinders 105 106. Said pistons are
moved by air pressure diverted from the system or main tube through the
pipe 107, which leads to the valve box 108. Said valve box controls a series
of ports and pipes leading from said ports to the ends of the cylinders
and 106 and to two additional Cylinders 109, 110. Pistons working
within said latter cylinders have valve plates working within the valve
casings 111-112 and pipes connect said valve eusings with the opposite
ends respectively of the cylinders 100 and 102. Said valve casings are also con
nected with the supply pipe 107. Cylinders 113-114 have pistons connected
by the valve stem 115 and said valve stem carries valve plates within the
cylinder or casing 116, the latter being connected with the supply pipe 107 and
the outer end of the cylinder 113 is connected by the pipe 117 with the branch 97
near its outer end, while the cylinder 114 has its outer end connected with an
extension 11S of the pipe 107. A cylinder 119 is connected by the pipe 120
with the branch 97 and a piston therein has a stem 121 carrying valve plates
within the valve casing 122. The latter valve casing is connected with the
supply pipe 107 and with the opposite ends of the cylinder 102. A vent is
provided in the pipe IS and said vent is shown in detail in Figure 1. Said
vent consists of a nipple 123 having an opening 124 to the atmosphere. An
angle valve 125 carried by the stem 126 is normally held by the spring 127 in
position to close said vent, so that the pressure is normally in chamber 114 upon
the piston thereof, thereby maintaining the valve plates in the valve casing 116
in position to admit the main pipe pressure into cylinder 100 and holding the
gate 99 open.
A relief valve shown in detail in Figure 14 and marked 125 is
located near the extremity of the branch 97, which will permit air to escape
when an excess pressure is created by the momentum of the enrrier within said
terminal portion of the branch and a vacuum relief valve 129, shown in detail
in Figure 15, is located in the branch tube 97 near the gate way 99, and which
will be raised to admit air into the system under certain conditions.
As the carrier passes into the branch tube 97, the gate 99 being normally
open and the gate 101, closed, the carrier will compress or condense the air in
front of it, thereby increasing the pressure of the air in said closed end. The
excess pressure will flow through pipe 117 into the cylinder 18, thereby raising
its piston and shifting the valve stem 115 and moving a piston contained in the
cylinder 114 against the main pressure received by the latter through pipe 107
and its extension 118. The shifting of the valve plates in the cylinder 116 will
admit the pressure from pipe 107 into the outer end of the cylinder 100 and its
piston will be driven in, thus closing the gate 99 behind the carrier. The

page_text: carrier fitting closely within the branch tube and moving with considerable
velocity will, after the gate 99 is closed, produce a minus pressure in the pipe
between it and the gate, and thereby a suction is produced through pipe 120 on
the piston in the cylinder 119, thereby shifting the stem 121 and the valve
plates carried thereby within the valve casing 122 and admitting the pressure
from the pipe 107 through the valve casing into the cylinder 102, so as to drive
its piston to the opposite end of the cylinder, thereby opening the gate 101 and
the carrier will pass out. As soon as the carrier leaves the tube, the extremity
of the latter has only atmospheric pressure therein and a spring 130 shifts the
valve stem 121 and the piston in the cylinder 119 to the first position and the air
pressure through pipe 107 again flows into the cylinder 102. closing the gate 101.
As the gate 101 opens, it releases the stem 126 and the spring 127 shifts the
valve 125, thus uncovering the vent 124 and relieving the pressure in pipe 118.
As the gate closes again, it restores the valve 125 to its normal position, thus
covering the vent and permitting the pressure to enter from pipe 107 through
the extension 118, forcing the cylinder in piston 114 down, shifting the valve
in the casing 16 and admitting pressure to the inner end of the cylinder 100,
thereby opening the gate 99.
In order to dispatch the carrier through the branch 98, it is necessary to close
the main tube 20 and open the branch 98. To do this, the valve cover 131 is
shifted, so as to admit air pressure from the pipe 107 to the outer end of the
cylinder 106 and to the inner end of the cylinder 105. Said ends are con-
nected by the pipe 132, while their opposite ends are connected by the branch
pipes and 4 with a pipe 15 leading to the valve body 108 and the con-
meeting pipe 12 also has communication with the valve body through the
pipe 36 air pressure being admitted through the last named pipe. In order
to dispatch a carrier, it is necessary first to close the gate 99. which is done by
shifting the valve cover 131. so as to admit the pressure to the cylinder 110,
which will cause its piston to travel outwardly, thus shifting the valve plates
in the casing 112 and allowing the air pressure from pipe 107 to escape directly
into the outer end of the cylinder 100, thus closing the gate 99. A further
movement of the valve cover will admit air from pipe 107 into the cylinder 109
through its connecting pipe. thus driving its piston out and shifting the valve
plates in the casing 111, so as to admit the pressure from pipe 107 into the inner
end of the cylinder 102, thus opening the gate 101. The carrier is now put in
and the valve cover is turned back so as to admit air to the lower end of the
cylinder 109, thereby shifting the valve plates and permitting the pressure to
pass into the outer end of the cylinder 102, thus closing the gate, and a further
return movement of the valve cover will admit air to the cylinder 10, thus
shifting the valves in the casing 112 and admitting air to the inner end of
cylinder 100, thus opening the gate 99.
The valve box cover is now moved so
as to admit pressure from pipe 107 into pipe 136 and its branch 12 and this
will simultaneously close gate 104 and open gate 103. The flow of air will now
be through the branch 97 and will drive out the carrier through the branch 98
into the main tube. The valve mechanism is now moved back one step, thus
venting the pipe 36 and admitting pressure through the pipe 35 and its
branches 13-14, which will operate to simultaneously close gate 103 and open
gate 104.
The above detailed description discloses how a carrier sent through the dis-
patch tube may be switched out at an intermediate station and after being
unloaded, again dispatched from said intermediate station to another station on
the line or to the end of said line. Carriers destined for the terminus of the
line are received on the terminal device, shown particularly in Figures 2 and 5.
Said terminal portion of the tube 20 is the same as the terminal portion of what
has been designated. the receiving tube 21. and will therefore be described in
connection with the latter. Said tube is provided near its end and beyond the
cross tube 32 with two gates, indicated at 137-138, and said gates are con-

page_text: the dispatch tube having gates in the terminal portion thereof, whereby said
portion may be put into open communication with the body of the tube or
closed off therefrom, of a by-pass connecting the receiving tube and terminal
portion of the dispatch tube between the gates, valves or gates for controlling
the passage of the motor fluid to said dispatch tube beyond the gates and to said
terminal portion and means for controlling said gates and valves, whereby the
terminal may be cut off from the main pipe and opened to receive the carrier.
and then put into communication with the main pipe and closed to the atmo-
sphere and a portion of the motor fluid directed into said terminal portion behind
the carrier to move it into the main tube, substantially as described.
4. In a pneumatic carrier system, the combination, with the main tube and
its branch, of a switch located at the junction of said main and branch tubes,
means for operating the switch, and movable guides connected with the switch
operating devices and adapted to extend across the switch junction and form
continuous side guards or guides for the upper portion of the carrier when
passing into the branch tube, substantially as described.
5. In a pneumatic carrier system, the combination, with a main tube and its
branch, each having a groove in the lower portion of its wall, said grooves inter-
secting at the junction of the main tube and of the branch and adapted to receive
therein the wheels of the carrier, of a movable switch arranged in the bottom of
the main tube and adapted to engage with the wheels of the carrier travelling
in said tube for diverting the carrier into the branch, and a stationary guide ril
on the inner wall of the branch tube at the junction and adapted to engage near
the top thereof, substantially as described.
6. In a pneumatic carrier system the combination, with a main dispatch
tube having suitable receiving and delivery terminals and intermediate stations
each having a receiving branch and a delivery branch, of a gate or valve for
closing the extremity of said branches, gates in said branches and a gate in the
main tube between the junctions of the branches therewith, and suitable pipe
connections, whereby the motor fluid may be diverted from the main into the
receiving branch and thence into the dispatch branch, substantially as described.
7. In a pneumatic carrier system, the combination, with the main tube, of
intermediate stations therefor, composed of a receiving branch and a dispatching
branch joined together at their terminal. a gate closing the said terminal, gates
or valves in the branches and a gate or valve in the main tube between the junc
tions of the branches therewith, and pressure devices for operating said several
gates with suitable pipes and pipe connections, whereby a carrier received into
said station and compressing the air in the terminal of the branch tube operates
to open the outlet of said tube and to close the gate intermediate said outlet
and the main tube, substantially as described.
8. A dispatch tube terminal comprising, in combination, gates adapted to
close said tube at separated points, pressure cylinders having pistons connected
with said gates and suitable pipes and valves, whereby the pressure in the main
tube normally operates to hold one of said gates open and the other closed and
said valves being adapted to be shifted by the compression of the air in the
terminal portion of the tube due to the movement of the carrier toward the end
thereof, whereby the position of said gates is reversed, substantially as described.
Batod thin. 1006
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
HASELTINE, LAKE & Co.,
45. Southampton Buildings, London, W.C.,
Agents for the Applicant.