Improvements in and connected with Job Platen Printing Presses.
Year: 1890

page_text: Date of Application. 2nd Apr. 1890-Accepted, 10th May, 189
COMPLETE SPECIFICATION.
Improvements in and connected with Job Platen Printing Presses.
I, JOHN THOMSON of 190 Carrollton Avenue, Brooklyn, Kings County, in the State
f New York, United States of America, Engineer, do hereby declare the nature of
his invention and in what mannor the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This Invention relates to improvements in Job Platen printing presses and
particularly to the means for controlling the vibrating action of the platen; to the
nking apparatus, and to appliances for shifting the belt and stopping the fly
wheel.
The several objects of the invention will be pointed out as the description
progresses.
In the accompanying drawings forming part of this specification
Fig. 1 is a side elevation of a press embodying the invention.
Fig. 2 is an enlarged detail in elevation and longitudinal centre section, for the
purpose of illustrating the prior state of the art with respect to the movement of the
plan.
Fig. 3 is a view similar thereto, developed on the same centre lines, but showing
the present improvement.
Fig. 4 is a detached enlarged side detail view of the carriage and carriage
way.
Fig. 5 is a front elevation developed from Fig. 4.
Fig. 6 is a detail view of the adjusting sleeve and bearing for the
roller.
" rider"
Figs. 7 and 8 are respectively front and side elevations of the fly wheel with tight
and loose pullies attached thereto, showing the application of the belt shifter and
brake, and
Fig. 9 is a top plan view of the hand-lever and the brake shoe.
The
One feature of my invention relates to the platen and it is thought that the
desirable features in actions of this class will be more quickly comprehended by at
once briefly describing the prior construction and operation as presented in Fig. 2.
In the bed 10, of the frame 11, is mounted a main shaft 12, to which is attached, on
opposite sides, the main gear and crank wheels 13, driven by the pinion 14. Fixed
in the face of the crank and gear wheels are the crank pins 15. On opposite rocker-
seats 16, of the frame, rest the rockers 17, being a part of the bridge 18, to which is
attached the platen 19. To the seat 20, on the lower side of the bridge, is secured
the bridge-cain 21, and in brackets 22, secured to the strut 23, of the frame are
mounted the pin 24, and friction roll 25, thereon which engage the bridge cam.
trunnions 26, of the bridge and the crank pins are connected by main connecting
rods 27. To the face of each crank pin is attached a dwell-cam 28, the cam or
groove 29, of which, being on the inner side, is engaged by the friction roll and
pin 30, 31, mounted on the face of the rod, the crank pin "eyes" of which, 32, are
slotted as at 33. If we assume rotation of the gear, as indicated by the arrow 34, it
will follow that the horizontal portion 35, of the bridge cam will first cause the platen
to recede from the bed in a direct line to position 36; then as the friction roll 25,
encounters the curved section 37, the rockers will be caused to both roll and slip
differentially, changing the lateral motion of the platen into vibratory movement.
Continuing, we find that the form of the upper section of the cam, as from the
positions 38 to 39, is such as to practically effect rolling contact between the rockers
and their seats and when the point 39, of the cam reaches the centre of the roll the
face of the platen will be in the position indicated by the dotted outline 40, or at an
angle of approximately 45° from the vertical face of the bed, while at the same time

page_text: '
the crank pins will be at the position indicated by 41, and the trunnions at 42. It
should be particularly observed that the action so far imparted to the platen has been
at the maximum speed of the crank, travelling in the circuit 43, but beyond this the
"dwell-cams" will cease to be "idle" and the friction roller 30, entering the curved
portion thereof 44, will now assume control and begin to decrease the motion of the
platen, the crank pins travelling forward in the slots of the rods. When the
position 45, of the dwell cam is reached the platen is at its extreme angle, as indicated
by dotted outline 46, or at 68° from the bed, and also at this time the extremity 47,
of the bridge cam intersects the bridge-cam roller and the trunnion is at 45. Between
the position 45, and 49, of the dwell cam its form is such that the connecting-rods
and platen are maintained at a rest, or "dwell." The continued movement of the
crank simply reverses the operation just described. Therefore, it is clear that from 50,
to 41, or 50, to 51, the platen is swung back or forth at the full speed of the cranks,
but between 41 to 51, it is driven at a rate of motion less than that of the cranks, and
furthermore that such change of motion and condition in the platen are due to the
intervention of the said "dwell" cams.
It may be here stated that an extreme angle in the platen greater than 65° to 70°
from the vertical is rather objectionable than favorable to rapid and accurate feeding;
while the hand should be clear of the platen when the angle is about 35° to 40°.
Hence the more rapidly the platen can be swung to the least angle practicable for
feeding the greater will be the available time thereafter. So, to, it becomes more
convenient to attach the inking apparatus to the machine, in that a greater clearance
is provided for the movement of the inking rollers. In other words, this is but a
phase of the common problem, space and time.
Passing to Figs. 1 and 3, the preceding described operation of Figure 2, refers in
every particular to this illustration in so far as relates to the positions 50 to 41
and 50 to 51 of the crank, to 40 of the platen, 42 of the trunnion and 35, 38, 39 of
the bridge cam.
But it will be seen that the dwell cams, their rollers and pins and the slots of the
rods are dispensed with entirely, the eyes of the rods being bored to the diameter of
the crank pins and secured against side displacement by an ordinary washer, as 52.
In the bridge cam, however, beyond point 39, the form is changed from that of Fig. 2,
and this alone constitutes this part of my invention.
Now bearing in mind the several points in the operation as they have successively
been pointed out, the crank pin at 41 or 51, the platen at 40, the point 39 of the
bridge cam coincident with the centre of the roll 25, it follows that by thus simply
curving the upper section of the bridge cam inward towards the bridge as from 39
to 53 the consequence of this will be to cause the rockers as 17, to slip upon the
rocker seats, as see the double arrow 54, and hence will swing the plater at a rate of
speed differential to that of the cranks, the trunnions acting as an axis. As shown in
the present illustration, the developement of the bridge cam from 39 to 53 is such that
the extent of this slip shall cause the platen to swing to the same angle 68° as in the
primary instance. But as the connecting-rods constantly move with the cranks the
centre of the trunnions will be carried farther outward, or to the position 55. This
will also be the same in the instance of the platen, as compare the lower edges thereof
at 56, 57. The conditions determining the form of the cam_from_39 to 53-as-hero-
shown, are that-the-platen-shall be cumatively brought to or from the positions 40
or 46 at a rate of speed less than that of the crank while they are passing between 58
to 41, or 51, and this for the rapid operation of heavy masses is the theoretically best
design. But it will be evident to mechanicians that this may be modified even to the
extent of maintaining the platen at a uniform angle during a portion of the movement
of the cranks, or to reverse the conditions described, or to obtain a "dwell" by this
simple expedient alone. While this design adds nothing to the expense of construction
in the part itself, it nevertheless not only accomplishes the same results as in the more
complicated and expensive arrangement, but of even more importance is the fact that
thereby both the smoothness, speed and durability of the action are greatly
enhanced.

page_text: The invention farther refers to improvements in the inking apparatus and the
objects thereof are to substitute positive action for springs, to obtain more perfect
movement in the form inking rollers, to increase the ink carrying capacity; the ink
distribution and the speed, and also to add to the convenience and efficiency of. such.
mechanism.
The description thereof will be confined to the immediate improvement upon the
presumption that the state of the art is too well established to require antecedent
explanation.
The carriage is comprised of the right and left hand frame castings 60, in which
are mounted sliding boxes 61, for receiving the journals of the stocks of the form
inking roller 62, and the upper and lower tie rods 63. Upon studs projecting.
inwardly from the inner side of each frame casting are mounted two friction rollers,
lower 64 and upper 63, both of which are adapted to engage the slot or cam 66, in
the outer side of the carriage-ways 67, and which guide and control the movement of
the carriage; which is presumed to be reciprocated by the usual means, such for
instance as a cam in the gear 13, Fig. 1 acting upon the lower cam lever 68, and
through its connections to a rock-shaft thence to the arms 69, and pivotted links 70,
to the carriage.
In the press here illustrated the ink is primarily distributed by a revolving and
reciprocating main ink-cylinder, as 71, the actuating gear being on the left hand
side (viewed from the front) and within the left carriage-way. In fact the cylinder
is mounted upon a shaft having bearings 72, in each of the carriage-ways.
The mode of mounting the carriage-journal boxes and the function of the extension
springs 73 will be first referred to. Heretofore these springs have acted directly
between the frame casting to the confining washer 74, and rod 75, thence to the
journal box and form roller, thrusting the form roller inward until stopped by its
impact against the form, or by the usual form roller wheels or trucks against the
faces of both carriage-ways. But by applying to the frame castings the adjusting
sleeves 76, threaded at one end and squared at the other for a wrench, through
which freely pass the rods of the boxes, the condition of operation is thereby changed;
the springs now exerting their entire tension to bring the boxes into direct contact
with the sleeves. By turning these sleeves the length and tension of the springs
are not altered the single effect being to positively carry the boxes, and with them
the form rollers, to or from the form. Hence any desired adjustment may be
obtained to increase or decrease the intensity of the rollers upon the form. In this
wise, the rollers are not required to constantly turn against the friction due to the
entire thrust of the springs. This also relieves the friction rollers of such thrust, the
strain of the springs being self-contained, within the frame casting only, instead of
acting between the frame casting and the carriage way, while finally the springs yet
permit ready partial withdrawal of the boxes, to remove the roliers and present ad
elastic tension between the rollers and the form.
Such an arrangement of the boxes leads to another improvement consisting in
dispensing with all roller wheels, or trucks; for by removing the composition from
the left hand side of the stocks as at 77, to clear the gearing, but extending it across
the face of the carriage-way on the right hand side as at 78, the ends of the rollers
are themselves thus utilized to initiate the act of revolution before impacting upon the
form.
The foregoing is also merged in or is a component improvement which relates to
the face of the right hand carriage way. This is a separate strip 79, secured to the
carriage way by screws. The thickness of this strip is such that when secured
directly to the carriage-way its face is about 1 inch less than the usual standard of
"type high." But by simply inserting thin pieces of metal or paper, the strip may
be quickly, accurately and firmly packed up to effect, in connection with the adjusting
sleeves, any desired intensity of contact upon the form; or to be adapted to types
of different countries; or for different diameters of rollers, or to varying diameters
due to shrinkage etc., besides which the rollers are put into perfect rolling motion
before making contact upon the types.

page_text: The invention further refers to the third or upper roller 80. This is the feed or
"rider" which both takes its supply from and returns it again to the upper form
roller. It is mounted in separate bearing pieces 81, each being secured like a swivel
to an adjusting sleeve 82, the latter screwed within a threaded bearing in the frame
casting vertical to the axis of the form roller. Consequently when these sleeves are
turned down the rider is securely locked to its position and can only be removed by
entirely unscrewing the sleeves. But the necessity for such removal is by this con-
struction avoided; for by a slight adjustment of the sleeves the rider may either be
carried out of contact with the form roller or brought into action as the work may
require in either instance. This rider may be made from a light tube, the enclosed ends
forming the journals.
The invention further refers to bringing the foru roller into contact with the main
ink cylinder to receive their supply of ink and this is effected positively by forming
the upper extension of the side slots or cams in the carriage ways to a circular arc
as 83, the relation thereof with respect to the carriage friction rollers being such that
the upper friction rollers, only, 65, shall enter this curved section; hence the carriage
will be vibrated upon the lower friction rollers, which can only reciprocate vertically,
like a hinge and the form inking rollers will be swung over upon the cylinder in the most
desirable manner, without shock or jar. Neither will the character of such contact be
such as to thereby greatly increase the friction of operation, nor will there be so great
liability to melt the composition.
A positive stop is provided to the upward movement of the carriage by the
bosses 84, of the carriage ways which act against the upper rod of the carriage.
These bosses are substitutes for the ordinary stop screws and afford a ready and
accurate means of adjustment by filling out, in an obvious manner.
The dotted outline 85, indicates the position of the form rollers upon the cylinder
and show how, by adjustment of the bosses, they may be impressed to obtain any
degree of contact to assure the best effects in ink distribution.
The additional dotted outline 86, also shows an important advantage due to the
positive action of the curve in swinging the carriage; as by this it is shown that by
simply starting the carriage off the cylinder the rollers are suspended entirely free of
contact, either with the cylinder or the carriage ways, the advantages of which are
twofold first the press may be left standing without having to remove either the
rollers or the form, as in this position the composition will not flatten out; and,
secondly, as the carriage is started downward the rollers are free to rotate at the speed
imparted by the cylinder; hence they are not started from a state of rest when first
striking the face of the carriage-way.
The invention also includes apparatus for shifting the belt and stopping the fly
wheel by a single movement of a lever. The object thereof is to obtain an inexpensive
but efficient, quick and powerful action, with such a construction and disposal of the
parts as to be readily adaptable to the various conditions met in practice; the efficiency
and usefulness of which largely depends upon the convenience for adjustment and the
permanency and durability of the structure. It should be readily adaptable to fly
wheels and pulleys of different diameters, turning in either direction, and to the
requirements of individual operators.
In the detail illustrations the fly wheel 95, revolves from the operator, in which
instance the pulling side 96, of the belt is in front; hence it must be shifted, or
shipped, from the opposite or following side.
In the two standards 97, each a duplicate of the other, which may be directly
secured to the floor or the base of the machine, is mounted a piece of shafting 98.
To the backward end of this is secured the belt shifting fork 99, properly engaging
the belt. To the forward end of the shaft is likewise secured the hand lever 100.
By vibrating the hand lever, acting through the shaft to the fork, the belt will be
shipped from the tight pulley 101, to the loose pulley 102, or vice versa. From the
hub of the hand lever a short arm 103 extends (like a bell crank) out under the fly
wheel, the extremity of which is formed to approximate a sphere or ball 104. Upon
this ball is mounted a brake shoe 105, properly adapted thereto by a socket bearing,

page_text: half in the lower side of the shoe and half in the cap 106, secured thereto, as by the
screws 107. In the face of the shoe two recesses are formed into which are snugly
forced pieces of semi elastic material 108, such as leather, paper, rubber or wood but
which project above the face of the shoe. Hence it will be apparent that, when the
hand lever is forced over towards the position 109, the material in the face of
the shoe will be brought into contact with the face of the fly wheel; and that the
universal action, permitted by the ball and socket connection between the shoe and
the lever will permit and ensure a prompt and automatic adjustment of the contacting
surfaces. In applying this apparatus to the press the workman is not required to make
a close adjustment. The standards are first brought to an approximate position and
secured. The handle is then forced over to position 109 which is limited or deter-
mined by the impact of the shoe against the face of the fly wheel. The belt shifting
fork is next swung on the shaft and secured as by the set bolt 110, to bring the belt
over to the desired extent upon the loose pulley. The handle is then reversed as to
position 111, the throw of the belt shifting fork being determined in this instanco by
the adjusting bolt 112, in the short arm of the lever, which makes contact upon the
face of the standard.
In the fitting of the ball and socket, no difficult or accurate operations are
necessary, as by inserting rubber or leather washers under the screws which secure the
socket cap, the shoe is held with sufficient friction to prevent it from swinging loosely
while at the same time the correct automatic adjustment to the face of the fly wheel
is freely permitted.
If the direction of the revolution be reversed from that shown in the drawing, then
it is necessary to set the belt shifter fork forward to the position indicated by dotted
The device may also be readily operated by a pedal, as indicated in
dotted outline at 114.
outline 113.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The bridge cam, formed to cause the rockers to slip upon their seats, during a
portion of the period of the outward and inward movement of the platen.
2. The bridge cam, formed at its upper extension to cause the platen, during
a portion of the period of its outward and inward movement, to swing by slipping
upon the rockers, at a rate differential to that of the initial motion of the
cranks.
3. The combination with the cranks, connecting rods, platen supported by rockers,
and friction roll suitably mounted, of the bridge cam, the form and construction
being such as to cause the platen for each half circuit of the cranks to partake of the
following actions; lateral movement, vibration at the full speed of the cranks, and
vibration at a rate of speed differential to that of the cranks.
4. The combination with the friction roll, a bridge cam having a curved
central portion and a straight portion at each end extending in opposite directions,
substantially as described.
5. The combination with the rocker-seats and bridge rocking thereon, of a friction
roll and a bridge cam the said cam having a curved central portion and a straight
portion at each end extending in opposite directions.
6. The combination with the rocker seats, and bridge rocking thereon, of a friction
roll, a bridge cam having a curved and two straight portions, crank pins and con-
necting rods between the crank pins and bridge, substantially as described.
7. In a job platen printing press, the combination with the carriage frame, of the
spring actuated journal boxes and adjusting sleeves, substantially as described.
8. In a job platen printing press, the combination of the form roller, journaled
boxes, journal box rods, springs, adjusting sleeves and carriage frame castings; con-
structed and arranged substantially as and for the purpose specified.
9. In a job platen printing press, the combination with the carriage and carriage
ways, of form inking rollers the ends of which are cut away at one side to free the

page_text: gearing and the carriage way but the other ends of said rollers being extended over
and adapted to bear upon the face of the opposite carriage ways; substantially as and
for the purpose specified.
10. In a job platen printing press, the combination with one of the carriage ways
and the form inking rollers, mounted in adjustable carriage bearings and with the
composition cut away on one side and projecting over the carriage way on the other,
of the adjustable strip 79, substantially as and for the purpose described.
11. The swiveled bearing pieces, mounted in the threaded sleeves screwed to the
carriage, for the purpose of carrying the auxiliary feed roll or rider; substantially as
and for the purpose specified.
12. The combination with the main ink cylinder, form rollers, carriage and carriage
friction rollers, of the carriage ways in which the upper portion of the guiding slots
or cams are curved, the form and construction being such that the upper friction
rollers only enter the said curved portions; whereby the carriage is swung upon the
lower friction rollers as an axis and the form inking rollers are brought into
contact with the cylinder, substantially as described.
13. The combination with the carriage, form rollers and main ink cylinder, of the
carriage ways in which the upper portion of the guiding slots or cams are curved
and bear such relation to the guiding friction rollers that when the carriage is started
away from its highest position the form roller shall be free from any contact, sub-
stantially as and for the purpose specified.
14. The combination of the standards, shaft, belt shifter fork, hand lever and brake
shoe connected therewith with the tight and loose pulleys and fly wheel, substantially
as herein shown and specified and for the purpose set forth.
15. The combination with the standard, shaft, fly wheel and hand lever, of the bell
crank extension thereof, upon which is mounted, by a ball and socket connection, the
brake shoe, substantially as and for the purpose set forth.
16. A belt shifter and brake having a rocking shaft carrying the shifter arm, a
hand lever and a brake shoe connected thereto by a universal joint, substantially as
described.
17. The combination with a hand lever of a brake shoe connected thereto by a
ball and socket joint, substantially as described.
Dated this 2nd day of April 1890.
PHILIP M. JUSTICE,
55 & 56, Chancery Lane, London, Applicant's Agent.