Improvements in and relating to Overhead or Suspension Railways.
Year: 1894

page_text: Date of Application, 30th May, 1894
Complete Specification Left, 28th Feb., 1895-Accepted, 24th May, 1895
PROVISIONAL SPECIFICATION.
Improvements in and relating to Overhead or Suspension Railways.
We, GUSTAV HENKEL, Director and GOTTfried Schuld, Engineer, both
of Cassel in the Empire of Germany, do hereby declare the nature of this invention
to be as follows:-
Our invention relates to overhead or suspension railways and has for its object
to transfer loads on a suspension track in any direction without the use of either
traversers or switches. Owing to the suppression of the movable parts our railway
This railway
possesses great strength and is very simple in construction and use.
may be employed for numerous purposes, but it is particularly adapted for slaughter
houses, for transporting the slaughtered animals from the slaughter room to the
cooling or other rooms.
The essential parts of our improved railway consist of the junctions and trucks
of special form.
The junctions may either branch off in the form of arcs, or constitute crossings.
These two kinds of junctions have the feature in common that there are no movable
tongues, the guiding of the truck being effected by fixed tongues and by guide
rollers or guide pieces arranged on the trucks. It is only necessary in the case of
arcs to press the truck a little towards the side to which it is to pass, or in the case
of crossings to turn the truck to such side, for transporting the same in the desired
direction.
For the tracks we may use girders of various forms, for instance I, L, C or
iron, to which the trucks have then to be adapted.
We will proceed to describe several forms or arrangements of the overhead, or
suspension railway constructed according to our invention.
In one of these arrangements the tracks consist of girders, and the truck runs
on their lower flanges.
The junction forms an arc, a suitably bent girder being connected, by a plate
riveted to the upper flange, with a straight girder constituting the main track.
A space is left between the lower flanges of the two girders, and the straight girder is
provided with an arc-shaped incision whereby tongues are produced. The webs
of the two girders have an aperture for the passage of the truck.
The truck consists of. a strong frame in which we arrange four rollers or wheels
suitably curved at their inner side. On the frame are also arranged two upper
antifriction rollers which bear laterally against the web of the girder, and four
lower antifriction rollers which bear laterally against the lower flanges of the
girder.
These antifriction rollers may if desired also be replaced by smooth guide
pieces.
The rollers or wheels run upon the lower flanges of the girder, so that the web
of the girder is between them. The upper antifriction rollers prevent the tilting
of the truck sideways, while the lower rollers serve to guide the truck.
When the truck is to be transported in a straight line upon the main girder, it
will, by a pull at the suspension hook or the load in a straight line, be caused to
pass over the junction without deviation, inasmuch as the lower rollers pass through
the aforesaid space between the two girders. In case the truck is to be transferred
to the shunt a pull at the suspension hook or the load in the direction of this

page_text: shunt will be sufficient to deviate the truck, the lower rollers moving along the
surface of the tongues and conducting the truck through the before-mentioned
aperture on to the shunt. By the curvature of the rollers or wheels and by the
use of the upper antifriction rollers we obviate the striking against the web of the
girder.
In lieu of trucks having four rollers or wheels use may be made of trucks
having only two rollers or wheels one on each side of the web of the girder.
Instead of the track consisting of an I-shaped girder we may also employ two
girders made of irons having their flanges turned inwards, and let the rollers or
wheels run upon the lower flanges of these girders.
As in this instance the edges of the said flanges are opposite each other we
require only two upper and two lower antifriction rollers which move in the guide
channel provided between the flanges of the girders. The guiding of the truck in
one or the other direction is here effected by a single tongue formed by the lower
flanges of one [ iron which are suitably cut out.
The rollers or wheel of the truck may also be adapted to run upon the upper
flanges of the irons, in which case the upper antifriction rollers serve for guiding
the truck and the lower rollers for preventing the tilting of the same.
For the upper and lower antifriction rollers we may also substitute a guide
piece combining the functions of both. This guide piece, passing with its pointed
ends against the tongues at the junction, acts in the same manner as the aforesaid
rollers. In many cases use may simply be made of round or square rods.
We may place the irons so that their webs are turned towards each other,
and provide for common antifriction rollers or a guide piece to run between them.
Instead of having a roller or wheel for each upper or lower flange of the girders
as before described we employ a broad roller or wheel running on both flanges,
which roller or wheel possesses in the middle a crown or flange extending into the
slit between the flanges of the girders and serving.as a guide. The truck may of
course be provided either with one or more such rollers or wheels.
A crossing may also be used in lieu of the before-described arc-shaped junction
so as to permit of a transfer at right angles to one or the other side. Under these
circumstances the arrangement of the girders is substantially the same as set forth
the pointed tongues are however dispensed with, and the transfer of the truck to
one or the other side is effected by turning it through an angle of 90 degrees.
For this purpose the antifriction rollers or the guide pieces must be of such a
shape that they will permit of a turning movement at the point of intersection of
the slits between the girders.
It will be understood that the arrangement of the junctions and trucks are
capable of various modifications which depend on the form of the track and the
articles to be transported.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in and relating to Overhead or Suspension Railways.
We, GUSTAV HENKEL, Director and GOTTFRIED SCHULD, Engineer, both of
Cassel, in the Empire of Germany, 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 :-
Our invention relates to overhead or suspension railways and has for its object
to transfer loads on a suspension track in any direction without the use of either
traversers or switches. Owing to the suppression of the movable parts our railway.

page_text: possesses great strength and is very simple in construction and use. This railway
may be employed for numerous purposes, but it is particularly adapted for slaughter
houses, for transporting the slaughtered animals from the slaughter room to the
cooling or other rooms.
The essential parts of our improved railway consist of the junctions and trucks
of special form.
The junctions may either branch off in the form of arcs or constitute crossings.
These two kinds of junctions have the feature in common that there are no movable
tongues, the guiding of the truck being effected by fixed tongues and by guide-
rollers or guide-pieces arranged on the trucks. It is only necessary in the case of arcs
to press the truck a little towards the side to which it is to pass, or in the case of
crossings to turn the truck to such side, for transporting the same in the desired
direction.
For the tracks we may use girders of various forms, for instance I, L channel
or inverted Tiroa, to which the trucks have then to be adapted.
In the accompanying drawings
Figure 1 is a section showing one constructional form of the truck running on
an I girder.
Figure 2 is a junction.
Figure 3 is a side elevation of Figure 1.
Figure 4 is a cross section of a track formed of two channel iron-girders, the
truck consisting of only a single pair of wheels or rollers.
Figure 5 is a sectional plan of the same showing a shunt from the main track.
Figure 6 is a section of a double channel iron track showing the truck adapted
to run on the upper flanges thereof.
Figures 7 and 8 show an arrangement in which a guide-piece is used instead of
the antifriction rollers.
Figure 9 is a modification in which the webs of the two channel irons are
arranged opposite each other.
Figures 10 11 and 12 shows an arrangement in which the rollers are made very
wide with a flange in the middle to guide the truck.
Figures 13 and 14 illustrate a track adapted for the transfer of the trucks at
right angles.
Figures 15, 16, 17 and 18 show a further modification of the invention.
We will proceed to describe several forms or arrangements of the overhead or
suspension railway constructed according to our invention.
In this constructional form represented in Figures 1 to 3 the tracks consist of
I girders, on the lower flanges of which the truck is adapted to run.
The junction forms an arc, it is made in such a manner that a suitably bent
girder is connected, by a plate riveted to the upper flange, with a straight
girder c constituting the main track. A space d is left between the lower flanges
of the two girders, and the straight girder c is provided with an arc-shaped
incision e whereby tongues ƒ ƒ1f2 are produced. The webs of the two girders
have an aperture 9 for the passage of the truck.
The truck consists of a streng frame in which are arranged four rollers or
wheels i suitably curved at their inner side. On the frame are also arranged two
upper antifriction rollers k which bear laterally against the web of the girder, and
four lower antifriction rollers which bear laterally against the lower flanges of
the girder.
These antifriction rollers kand 7 may if desired be replaced by smooth guide-
pieces.
As shown in Figure 1 the rollers or wheels i run upon the lower flanges of the
girder, so that the web of the girder is between them. The upper antifriction
rollers k prevent the tilting of the truck sideways, while the lower rollers serve.
to guide the said truck.
When the truck is to be transported in a straight line upon the main girder c
it will, by pulling the suspension hook or the load in a straight line; be caused to.

page_text: pass over the junction without deviation, inasmuch as the lower rollers pass
through the aforesaid space d between the two girders a and c. In case the truck
is to be transferred to the shunt track a a pull on the suspension hook or the load
in the direction of this shunt will be sufficient to deviate the truck, the lower
rollers moving along the surface of the tongues fƒ³ and conducting the truck
through the before-mentioned aperture g on to the shunt track a. By the curvature
of the rollers or wheels i and by the use of the upper antifriction rollers k we
obviate the striking against the web of the girder.
In lieu of trucks having four rollers or wheels i use may be made of trucks
having only two such rollers or wheels, one on each side of the web of the girder.
Instead of the track consisting of an I-shaped girder we may also employ two
girders made of channel shaped iron having their flanges turned inwards, as in
Figure 4 and allow the rollers or wheels to run upon the lower Hanges of these
girders.
As in this instance the edges of the said flanges are opposite each other we
require only two upper and two lower antifriction rollers which move in the guide
channel n formed between the flanges of the girders. The guiding of the truck
in one or the other direction at the junction is here effected by a single tongue ƒ³
formed by the lower flange of one of the channel irons which is suitably cut out.
The rollers or wheels of the truck may also be adapted to run upon the upper
flanges of the channel irons, as represented in Figure 6 in which case the upper
antifriction rollers 1 serve for guiding the truck and the lower rollers k for
preventing the tilting of the same.
Instead of the upper and lower antifriction rollers we may also employ a guide
piece combining the functions of both and having the form represented in
Figures 7 and 8. This guide piece, passing with its pointed ends Figure 8
against the tongues at the junction, acts in the same manner as the aforesaid
rollers. In many cases use may simply be made of round or square rods.
As shown in Figure 9 we may place the channel irons so that their webs are
turned towards each other, and provide for common antifriction rollers on a guide
piece o to run between them.
+
In the truck represented in Figures 10 to 12 the guiding is effected in such a
manner that instead of having a roller or wheel for each upper or lower flange of
the girders as before described we employ a broad roller or wheel running ou
both flanges, which roller or wheel is provided in the middle with a crown or
flange extending into the slit between the flanges of the girders and serving as
a guide. The truck may of course be provided either with one or more such
rollers or wheels.
A crossing such as that shown in Figures 13 and 14 may also be used in lieu of
the before-described arc-shaped junction so as to permit of a transfer at right
angles to one or the other side. Under these circumstances the arrangement of the
girders is substantially the same as set forth, the pointed tongues are however
dispensed with, and the transfer of the truck to one or the other side is effected by
turning it through an angle of 90 degrees. For this purpose the antifriction
rollers k or the guide-pieces o must be of such a shape that they will permit of
a turning movement at the point of intersection of the slits between the girders.
In order to render it possible to pass with long articles through narrow openings
the suspension hook may be adapted to turn through an angle of 90 degrees in the
manner illustrated in Figures 15 to 18. For this purpose the two hooks p p¹ are
arranged on a sleeve 9 capable of being turned about the rod r and bearing upon
a collar s. The turning of the sleeve is limited by a stop t. In the sleeve is fixed
a spring u one end of which is fixed in the collar's while the other end thereof is
fixed in the sleeve g. This spring always tends to conduct the hook back to its
normal position when it has been moved away from the same, in order to bring the
load to a favourable position. As long as the load is suspended from the hook it
retains the position given it, as the friction of the sleeve upon the collar is greater
than the power of the spring.

page_text: When the load is removed the hook under the action of the spring u returns to
the position favourable for conveniently suspending the load.
It will be understood that the arrangement of the junctions and trucks are
capable of various modifications which depend on the form of the track and the
articles to be transported.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is
First. A junction for overhead or suspension railways with fixed tongues which
are formed by suitably shaped flanges or ribs of the profiled girders serving as
tracks, the parts such as the transporting trucks or the like which serves for the
reception of the load being guided by means of guide-rollers or guide-pieces on
the flanges or webs of the track girders, the flanges and if desired the webs or the
shanks of the girders being provided with openings or incisions for the passage of
the truck.
Second. A constructional form of a truck for the junction characterized in the
first claim, in which the guide-rollers i supported in a frame having a double
wall embrace the track girder like a fork and run upon the lower flanges of the
same, and in which, for guiding the truck, rollers adapted to turn about vertical
axes are arranged in the cheeks of the frame, and bear against the lower flanges of
the girders, while, for supporting the truck on the frame cheeks rollers k may be
provided which bear against the webs of the girders.
Third. A further constructional form of a truck for the junction characterized'
in the first claim, in which the guide-rollers run upon the lower flanges of two
channel irons placed' with their open sides against each other, while, for guiding
and supporting the truck on a rod arranged between the guide-rollers on the frame,
rollers or and k are arranged which move in the slots formed between the
upper and lower flanges of the said channel irons being guided on the said flanges.
Fourth. A modification of the truck characterized in the third claim, in which
the guide-rollers i run upon the upper flanges of the channel irons which may if
desired be placed so that the open side will be outside as shown in Figure 7.
Fifth. In the truck characterized in the second, third or fourth claim the substi-
tution of the guide or supporting rollers or k respectively or guide-pieces o of
round or elongated oval transverse section.
Sixth. A constructional form of the junction characterized in the first claim, in
which four tracks each formed of two girders meet so as to form a cross in such a
manner that between the several girders and at the centre of the crossing is a free
space in which latter the guide piece of the truck running upon the upper or lower
flanges of the girders can be turned, thereby enabling the truck to be transported
in four directions.
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1005
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.