Self-propelled Automatic Bowling Lane Maintenance Machine

Abstract

This invention relates to a self-propelled machine for automatically oiling and buffing the lanes in a bowling alley and, more specifically, to a piece of apparatus of the type aforementioned that includes a novel brake and cam-operated function control mechanism. The brake is characterized by a wedge-shaped shoe spring-biased upon deactuation of a solenoid holding same disengaged into an annular, inwardly-tapered, groove encircling a drum rotatable with the driveshaft. The cam-operated control mechanism, on the other hand, includes distance and function control cams mounted on separate cam shafts operatively coupled to one another and to the main drive by yieldable friction clutches for conjoint rotation while, at the same time, permitting each such subassembly to be adjusted independently and relative to the other two.

Description

Self-propelled automatic bowling alley maintenance machines of various types are well known in the art with some of them, like that forming the subject matter of U.S. Pat. No. 3,604,037, being quite sophisticated and performing a number of different functions in sequential relation much in the same way as one would do by hand. Such units are even capable of substituting one function for another and performing two or more simultaneously. In bowling alleys having many lanes, these units are efficient time and labor savers while, at the same time, enabling the operator to keep his establishment in top condition. Machines such as that exemplified by the aforementioned patent are, however, quite expensive and some operators find it necessary to forego the luxury of owning one or more of them and they must, therefore, settle for hand labor or, at least, something less in the way of an automatic or semi-automatic unit.

There are several features of full-service machines like that previously referred to which make them expensive, yet which, if they could be eliminated or at least simplified to some degree, would lessen their cost of manufacture and bring the price down to within the range of the smaller bowling alley proprietor. Among these costly complications are such things as alternative modes of operation where the operator at his option may choose fully automatic, semi-automatic or even manual operation for all or some part of the cycle. Another complex mechanical structure is that of retractable rollers which extend into operative position only when performing their respective functions while remaining drawn up inside the housing at all other times. One particularly distributing feature is the inability of certain machines during automatic operation to correct for improper programming in the event of some malfunction. Probably the worst contributing factor of all, however, is the complex electrical control system with its multitude of switches, switch actuators, solenoids, relays and sensors necessary to initiate and terminate the various automatic, semi-automatic and manual functions the machine is programmed to perform as alternatives available to the user.

It has now been determined in accordance with the teaching of the instant invention that these and other costly features of the prior art bowling lane maintenance machines can be eliminated or at least rendered less expensive by the simple, yet unobvious, expedient of doing away with the manual and semi-automatic options in favor of a far simpler fully automatic machine which upon being started will move down the lane, perform its preprogrammed operations, return to the starting point and shut itself off. The control system also incorporates a unique arrangement of distance and function control cams that are operatively interconnected with one another and with the power take-off from the main drive for conjoint rotation, yet, are also linked together by friction clutches that define yieldable couplings permitting each subassembly of the three to turn independently of the other two. In addition, the braking system is, likewise, considerably simplified in that it is spring-biased into engaged position while a solenoid is employed to disengage same. The wedge and mating groove braking surfaces are self-adjusting for wear yet provide a positive braking action at all times. Despite the aforementioned simplifications and the elimination altogether of the roller retracting functions, the machine retains a good deal of its multi-functional capability.

It is, therefore, the principal object of the present invention to provide a novel and improved bowling alley maintenance apparatus.

A second objective of the within-described invention is the provision of a unit of the type aforementioned which is fully automatic and requires manual attention only to plug it in, start the cycle and move the machine from one lane to the next.

Another object of the invention is to provide a device for conditioning and cleaning bowling lanes that can be preprogrammed as to both the distance it travels and the portion of such distance the dressing is applied.

Still another objective is to provide apparatus for applying a dressing to bowling lanes that automatically prevents the oil from being applied during the return run while the lane is being both dusted and buffed.

An additional objective is to provide a novel braking system and unique cam-operated distance and function control system for bowling lane maintenance machines.

Further objects are to provide a device of the type herein disclosed and claimed that is simple, efficient, relatively inexpensive, reliable, easy to service, reasonably compact, versatile and even decorative in appearance.

Other objects will be in part apparent and in part pointed out specifically hereinafter in connection with the description of the drawings that follow, and in which:

FIG. 1 is a perspective view looking down upon the bowling lane maintenance unit from a point above the left rear corner thereof;

FIG. 2 is a top plan view with the cover removed;

FIG. 3 is a bottom plan view;

FIG. 4 is a section taken along line 4--4 of FIG. 3;

FIG. 5 is a fragmentary section to a greatly enlarged scale taken along line 5--5 of FIG. 2 showing the cam-operated control mechanism;

FIG. 6 is a fragmentary section taken along line 6--6 of FIG. 5;

FIG. 7 is a fragmentary section taken along line 7--7 of FIG. 5;

FIG. 8 is a fragmentary section taken along line 8--8 of FIG. 5;

FIG. 9 is a fragmentary section taken along line 9--9 of FIG. 5;

FIG. 10 is a still further enlarged fragmentary axial section of the camshafts, cams, clutches and associated drive elements;

FIG. 11 is an enlarged fragmentary section taken along line 11--11 of FIG. 2;

FIG. 12 is a fragmentary top plan view of the brake subassembly to the same scale as FIG. 11;

FIG. 13 is a fragmentary section taken along line 13--13 of FIG. 11; and,

FIG. 14 is a circuit diagram of the electrical system.

Referring next to the drawings for a detailed description of the present invention and, initially, to FIGS. 1-4, inclusive, for this purpose, reference numeral 10 has been chosen to designate the bowling lane maintenance apparatus forming the subject matter hereof in its entirety while numeral 12 designates the wooden bowling lane over which it rides. Reference numeral 14 designates the gutters alongside the lane and numeral 16 the foul line at its near end.

The various functional elements of the apparatus which will be described in detail presently are all contained within a sheet metal housing that has been indicated in a general way by numeral 18 and which includes right and left side panels 20 and 22, front and rear panels 24 and 26, a bottom 28 and a two-part hinged deck 30. The rear door 32 of deck 30 covers the main drive mechanism that has been broadly referred to by reference numeral 34 and the rear compartment 36 separated from the latter by transverse partition wall 38 which houses both the buffing subassembly 40 and the oiling subassembly 42 for the latter. A partition wall 44 extending transversely along the front of the center compartment 46 that houses the drive mechanism 34 separates the latter from front compartment 48 that contains the dusting subassembly that has been generally designated by numeral 50. The front door 52 of the deck 30 covers front compartment 48 and is attached to the rear door 32 by a common piano-type hinge 54.

Rear partition wall 38 has an upwardly and rearwardly inclined extension 56 that defines a control panel to which the various switches, lamps, fuse holders and footage indicator 58 are attached as shown in FIG. 1. The rear door has a similarly-inclined step 60 intermediate its front and rear margins that mates with the control panel and has windows 62 cut therein to receive the various knobs, bulbs and the like. All of the foregoing elements of the present unit are found in the machine forming the subject matter of U.S. Pat. No. 3,604,037 already referred to.

The drive mechanism 34 is, likewise, essentially the same as that which is revealed in the above patent and, for this reason, will be given only brief mention for which purpose reference will be had to FIGS. 2, 3 and 4. A main drive shaft 64 extends transversely across the center compartment 46 and is mounted for rotation in journals 66 fastened to the side plates. Pillow blocks 68 also journalling the shaft are provided at various locations intermediate the ends thereof.

Low-speed gear motor 70 powers the main drive and its output shaft 72 is operatively connected to the drive shaft 64 by a toothed belt and pulley power transfer mechanism 74. Mounted out near the extremities of the driveshaft for conjoint rotation therewith are the main drive rollers 76 which operate through suitably-placed openings 78 in the bottom 28 of the housing, all of the last-mentioned elements having been shown most clearly in FIGS. 11 and 12.

In FIGS. 2 and 4, it can be seen that main drive shaft 64 is the source of power used to turn intermediate shaft 80 located in the rear compartment 36, a belt and pulley power transfer mechanism 82 providing the operative connection therebetween. Shaft 80 is journalled in brackets 84 fastened to the rear partition wall and oiler shaft 86 is mounted for arcuate movement about the latter as an axis and in fixed-spaced parallel relation thereto by a pair of arms 88 connected therebetween. Both shafts 80 and 86 are journalled within arms 88 for relative rotation. Oil transfer roller 90, on the other hand, of the oiler subassembly 42 is fixedly mounted on shaft 86 for conjoint rotation. Still another toothed belt-and-pulley power transfer mechanism 92 defines a driving connection between intermediate shaft 80 and oiler shaft 86.

Mounted for rotation in rear compartment 36 beneath oil transfer roller 90 is the main buffer drum 92, the stub shafts 94 projecting from its ends being housed in journals 96 fastened to the sideplates. Drum 92 is covered by a tubular buffer element 98 (FIG. 4), the two of which cooperate with one another and shaft 94 to produce the buffing subassembly 40. Buffer element 98 forms the subject matter of assignee's copending application Ser. No. 326,762, filed Jan. 26, 1973, and entitled TUBULAR BUFFER ELEMENT. The buffer is exposed to the surface of the lane through the open bottom of the rear compartment 36 as shown in FIGS. 3 and 4.

The buffer drive and control therefor will be described presently, however, in the meantime, the remaining novel features of the oil transfer subassembly 42 will be set forth in detail with particular reference to FIGS. 2, 3 and 4. Mounted on the inside of the rear housing wall 26 for tiltable movement about a transverse axis, defined by stub shafts 100 located adjacent the bottom wall thereof is an oil reservoir 102. An elongate upwardly opening slot 104 is provided in the front of the reservoir adjacent its upper edge. Extending down into the oil lane dressing in the bottom of the reservoir is a felt wick 106, the upper part of which emerges from the slot and wipes the rear surface of the oil transfer roller 90 with oil preparatory to transferring the latter to the buffer which is in rolling tangential contact therewith. The wick picks up the oil by capillary action in the well known manner and, in addition to wetting the transfer roller therewith, it exerts a wiping action thereon adapted to spread it out into a thin uniform film.

A compression spring 108 interposed between the inside of the rear housing wall 26 and upstanding bracket 110 mounted atop the oil reservoir is effective to bias same forwardly and hold the wick in positive engagement with the oil transfer roller. This same spring functions through the medium of the reservoir to bias the oil transfer roller down on top of the buffer as shown in FIG. 4. While the weight of the roller 90 out on the ends of pivoted arms 88 is ordinarily sufficient to hold it in firm rolling contact with the buffer, spring 110 provides a positive biasing action supplementing the latter gravitational effect. Spring 112 serves still another function and that is to return solenoid 114 (FIGS. 2 and 14) to its retracted position upon deactuation. The push rod 116 of this solenoid engages the front of bracket 110. While on the subject of solenoid 114, it would be well to point out in connection with FIGS. 2 and 4 that it functions upon actuation to tilt the reservoir rearwardly into the broken line position of the latter figure. As it does so, the wick moves rearwardly out of contact with the oil transfer roller which, obviously, means that no more oil is deposited on the surface of the latter.

As previously noted, the main drive shaft 64, intermediate shaft 80 and oiler roller shaft 90 are all turned relatively slowly by gear motor 70, however, this is not true of the buffer subassembly 40 which must rotate quite fast. It, therefore, has its own separate drive motor 118 mounted on the bottom wall of the center or main housing compartment 46 as shown in FIGS. 2 and 4. A simple V-belt-and-pulley power transfer mechanism 120 provides the operative connection between said buffer drive motor and the buffer itself. A slot (not shown) is provided in rear partition wall 38 for the passage of the V-belt between the middle and rear compartments.

Brief reference will next be made to FIGS. 2, 3 and 4 for a description of the duster subassembly 50 housed in the forward compartment 48. A supply roll 122 is journalled for rotation in the top of the forward compartment near the rear thereof. A pair of inverted, generally L-shaped brackets 124 are mounted for pivotal movement on opposite sides of the housing about an axis defined by the supply roll 122. A rubber-covered dusting roller 126 is journalled for rotation in the bottom of the forward compartment at the ends of the downturned legs of the L-shaped brackets as shown in FIG. 4. Take-up roll 128 is, likewise, journalled for rotation between the L-shaped brackets but forwardly of the supply roll and above the dusting roller. The web of dusting cloth 130 passes off of the supply roll, underneath the dusting roller, up around a stationary idler roller 132 journalled between the sideplates of the housing forwardly of the brackets, and back onto the take-up roll 128. Tension springs 134 connected between the L-shaped brackets and sideplates normally bias the dusting roller down into contact with the surface of the lane. The yieldable mounting of the three rollers 122, 126 and 128 on the L-shaped brackets 124 cooperate with the stationary idler roller 132 to permit the dusting subassembly 50 thus formed to ride up over obstructions while keeping a constant tension on the dusting web. Note that the motor 136 that drives the take-up roll through suitable reduction gearing 138 is mounted on one of the L-shaped brackets as shown for movement therewith and with the other elements of the yieldable subassembly.

Directing the attention next to the remainder of the apparatus housed in the central compartment 46, reference will next be made to FIGS. 2 and 4 through 10, inclusive, for detailed description of the cam-actuated control system which has been broadly designated by reference numeral 140. Output shaft 72 of the main drive motor 70 carries a second belt and pulley power transfer mechanism 142 of the toothed type which drives worm shaft 144 journalled for rotation across the lower end of control box 146 fastened to the underside of the control panel 60 by suitable brackets. This worm shaft carries a worm 148 that, in turn, drives a worm gear 150 within the hub of which is journalled inner cam shaft 152. Inner cam shaft 152 has a pointer 154 attached thereto for conjoint rotation relative to a footage scale 156 on the face of the control panel or dashboard.

A pair of microswitches 160 and 162 are mounted inside the control box in position to be engaged and actuated by flat-sided switch-actuating cams 164 and 166, respectively. Of the two, only cam 166 is mounted for conjoint rotation with the inner cam shaft 152. In the particular form shown, cam 166 is not fastened directly to shaft 152 but, instead, is fixedly fastened to hub 168 which is, in turn, similarly fastened to shaft 152. Still another element is fastened to inner cam shaft 152 for conjoint rotation and that is clutch plate 170. Accordingly, when the inner cam shaft 152 rotates, clutch plate 170, hub 168, cam disc 166 fastened to hub 168, and pointer 154 turn together relative to distance scale 156 and to stop pin 172 adjustably mounted relative to the footage scale in arcuate slot 174.

Cam 166 is actually the so-called "distance" cam that determines how far the machine will move along the lane before it stops, reverses direction and returns to its starting point. If, for example, the operator wants the unit to move 45 feet down the lane, stop and come back, he sets the stop 172 opposite 45 feet on the distance scale. Then, with pointer 154 set to indicate zero footage on the distance scale, cam 166 will be adjusted on shaft 152 so that it just releases switch 162 controlled thereby into its open or deactuated condition.

When the machine is started, therefore, pointer 154 will read 45 feet on the distance scale, the rolling contact of switch 162 will be riding on the high side of the cam 166, and switch 162 will be closed to actuate the drive motor 70 in a direction to advance the machine forwardly along the lane from the foul line toward the pin deck. The inner cam shaft will begin to turn counter-clockwise as viewed in FIG. 6 along with worm gear 150 which is operatively connected thereto by means of friction disc 176 interposed between it and the clutch plate 170 that forms a yieldable driving connection therebetween. Once the shaft 152 has rotated the pointer back to zero indicating the machine has advanced 45 feet down the lane toward the pin deck, the rolling contact on the switch arm of switch 162 will fall off the high side of the cam 166 which, by the way, is the function about to take place in FIG. 9, and actuate the motor reversing circuit in a manner to be described in detail presently. Then, the machine will back away from the pin deck and toward the foul line until feeler switch 178 on the side thereof reaches the end of the gutter and actuates to shut the unit off. During the return trip, shaft 152 is turning clockwise and switch 162 is again closed while its rolling contact rides on the high side of cam 166. By adjusting stop 172 along the distance scale, the operator need only grasp pointer 154 and rotate it over against the latter to reset cam 166 for a different distance of travel. Due to the yieldable friction coupling defined by clutch disc 176, cam 166 can be reset (rotated) relative to worm gear 150 without having to loosen the cam on shaft 152.

In a similar fashion, oiler cam 164 is adjustable relative to worm gear 150. To do so, a hollow outer cam shaft 180 is telescoped over the inner cam shaft 152 for independent rotational movement relative thereto in coaxial relation. Cam 164 is fastened to this outer cam shaft for conjoint rotation as is a pointer 182 that sweeps across the same distance scale 156 as pointer 154 but is mounted inside the latter. An arm 184 is also mounted on the inter cam shaft for rotation therewith relative to a fixed limit stop 186 fastened to the control box as shown. Arm 184 is adjustable on shaft 180 by merely loosening its set screw and resetting same.

Now, the driving connection between the inner and outer cam shafts is produced by a friction disc 188 interposed between the opposed faces of the cams 168 and 166 that lie side-by-side and by compression spring 190 that is connected between the control box wall and cam 164 so as to continuously bias the latter against its companion cam as shown in both FIGS. 5 and 10. Thus, the inner and outer cam shafts are operatively linked together by friction clutch 188 so as to rotate together.

Oiler cam 164 controls the oiling cycle of the unit in much the same way as the distance cam governs the distance it travels. Initially, arm 184 would be set on outer cam shaft 180 so as to engage stop pin 186 when the pointer 182 is at that footage on the distance scale where the oiling operation is to cease. Cam 164 must be set so that it closes switch 160 actuated thereby when pointer 182 returns to zero on the distance scale. If, for example, the operator wants to oil the lane for 15 of the 45 feet the machine is set to travel, he will set the arm 184 to engage stop pin 186 when the pointer reads 15 on the distance scale.

As the unit is set in motion at the foul line, worm gear 150 will turn the inner cam shaft 152 counterclockwise as viewed in FIG. 6 and clutch disc 188 together with spring 190 will cooperate to turn outer cam shaft 180 in the same direction and at the same speed. Pointer 182 will begin moving downscale towards zero while the roller on the switch arm of switch 160 is riding on the low or "dwell" side of cam 164 leaving switch 160 in its normally open condition instead of closed as was the case with switch 162. This means that spring 112 is biasing the oil tank out away from wall 26 and holding the wick 106 against intermediate roll 90. As previously noted, oil is transferred to the lane and buffed onto its surface during this operation.

As the unit advances 15 feet down the lane, pointer 182 returns to zero at which point the roller on the switch arm of switch 160 rides up onto the high side of cam 164 and closes it. Once switch 160 closes, solenoid 114 energizes to move oil reservoir 102 into its retracted inoperative position, whereupon, the transfer of oil to the lane stops. As long as switch 160 remains actuated, no more oil will reach the lane. Also, the distance cam 166 will allow switch 162 to reopen and actuate the motor reversing circuit before switch 160 leaves the high side of cam 164 and is allowed to reopen thus deenergizing solenoid 114 and permitting the oiling cycle to commence again. As will be seen presently, once the return trip of the unit commences, the control circuit sets itself so that the oiler subassembly remains inactive. This becomes important in case the operator inadvertently sets the oiler pointer 182 farther up scale than the distance pointer 154. What happens is that when the distance set on the distance pointer is reached, cam 166 will actuate switch 162 to reverse the polarity to drive motor 70 thus starting the machine back to the foul line and, at the same time, deactivating the oiler subassembly until the complete cycle is commenced over again.

To change the oiling distance, the operator must loosen arm 184 from the outer cam shaft and reset it to engage the stop pin 186 when pointer 182 reads the proper distance on scale 156. This, of course, is somewhat different than the way the inner cam shaft stop pin was adjusted but, obviously both could be set the same way. At the beginning of any operating cycle, the operator need only grasp the pointers 154 and 182 and turn them clockwise against their stops to ready the unit for operation. If, for some reason, either cam has moved relative to the other or to the worm drive, all of which they are free to do because of the yieldable friction clutches, they can be returned instantly to their predetermined positions by following the reset procedure just mentioned.

Also, if, perchance, a switch malfunctions or something else happens of a similar nature, the drive can keep running without tearing up the cams, cam shafts and the like even though the arms are against their stops. This feature is, of course, not present in those machines like that forming the subject matter of assignee's issued patent that have only solid mechanical connections and no yieldable ones.

Before turning to the circuit diagram of FIG. 14 for a description of the operation of the unit, reference will next be made to FIGS. 2, 11, 12 and 13 for a description of the brake subassembly illustrated therein and broadly designated by reference numeral 192 mounted on the main drive shaft 64 for rotation therewith is a brake drum 194 encircled by an inwardly tapered annular groove 196. A solenoid 198 is mounted on the bottom wall of the housing with its plunger 200 movable in a direction normal to the axis of drive shaft rotation. Tension spring 202 connected between the front partition wall 44 and the plunger normally biases the latter into extended position; whereas, upon actuation of the solenoid, it overcomes the spring bias and retracts.

A generally L-shaped extension 204 is attached to the end of the plunger with the horizontal leg 206 thereof housed for reciprocating slidable movement in tunnel-forming guide member 208 fastened to the bottom of the housing in alignment with groove 196 in the drum. A relatively narrower neck 210 projects from the horizontal leg 206 of the L-shaped extension defining a further extension thereof to which is attached the wedge-shaped brake shoe 212. The shape of this shoe is complementary to the shape of the groove 196 and, upon deactivation of solenoid 198, spring 202 functions to pull said shoe into tight frictional engagement with the drum as shown in FIG. 12. As the shoe wears, it merely seats deeper in the groove and is, therefore, self-adjusting.

Finally, reference will be made to FIG. 14 for a detailed description of the control circuit. As soon as the machine is plugged in, pilot light 214 lights to indicate its "on" condition. Presumably, the distance-control and oiler-control stops have been pre-set and the operator need only turn the pointers operatively associated therewith against same to program the unit to perform as intended. To start the unit, its main "on-off" switch 216 and interlock switch 218 are simultaneously actuated into closed position. This is accomplished by a common switch actuator (not shown) that operatively interconnects them together for simultaneous actuation. When switch 216 closes, its two normally open contacts 216(1) and 216(2) close also. Power then is connected through terminal board connector TB5 and contacts 216(1) to the buffer motor 118. Power from this same connector is connected to terminal board connector TB9 through the other pair of contacts 216(2). The duster motor 136 is, likewise, energized through contacts 216(2) and terminal connector TB9.

Special function switch 220 will be described in detail presently but, for the time being, it will be noted that a current path is established via TB9, through its normally closed contacts 220(1) and momentary interlock switch 218 to the coils of relays 222 and 224 which are connected in parallel with one another. As relay 224 is actuated, its normally open contacts 224(1) will close establishing a path through normally closed cam-actuated switch 162 that holds around interlock switch 218 that has reopened.

When the coil of relay 222 is energized, its normally-open contacts 222(1) close and brake solenoid 198 is energized to disengage the brake 212 and release the main drive shaft. A current path to the starting winding of main drive motor is also established through the closing of normally open contacts 222(1), 222(2) and 222(3). When the starting winding drops out, the main winding of drive motor 70 is kept energized through the closure of normally open contacts 222(1) and motor leads "A." Thus, with the brake disengaged and the main drive motor 70 started and running in the forward direction, the machine moves off the foul line and down the lane toward the pin deck.

If we assume an automatic lane dressing function is to be performed, then triple-pole double-throw switch 226 and double-pole double-throw switch 228 will be actuated as shown. TB9 is, of course, hot at this point and the center terminals 226(0) of switch 226 are connected thereto. Now, with relay 224 actuated, a current path will be established to pilot light 230 via TB9, contacts 226(0) and 226(1) of switch 226, cam-actuated switch 160, the normally-open contacts 224(2) of relay 224 which are now closed, and contact 228(1) of switch 228. Pilot 230 is lit whenever the unit is oiling and it will be remembered that the oiler subassembly is operative whenever solenoid 116 is deenergized which is the case by virtue of the position of cam-actuated switch 160 on its contact 160(1) as shown. When, however, the cam 164 ceases to hold switch 160 onto its normally open contact 160(1) and releases it onto its normally closed contact 160(2), solenoid 116 will energize to retract the reservoir and shut off the oil supply to the buffer via the current path through 226(0) and 226(1). As switch 160 is actuated, however, the circuit to pilot light 230 is broken and it goes out.

At this point, the machine is no longer applying oil to the lane but it is still moving forwardly toward the pin deck with both the duster motor 136 and the buffer motor 118 still energized along with the main drive motor 70. Next, the machine will have traversed the pre-set distance and the distance cam 166 will have released the cam-actuated reversing switch 162 controlled thereby so as to return to its normally closed contact 162(2) from the normally open contact 162(1) it has been held against. When this switch opens, the holding contacts 224(1) of relay 224 will reopen thus deenergizing the coil and dropping out the relay. Even with relay 224 deenergized, a current path still exists to solenoid 116 via TB9, 226(0), 226(1) and contact 160(2) of cam-actuated switch 160 that keeps the oil reservoir retracted. When the main drive motor 70 reverses direction in a manner which will be explained presently, it will reverse cam 164 and eventually reactuate switch 160 again over onto its normally open contact 160(2). Even so, the oil reservoir retraction solenoid 116 remains energized via TB9, 226(0), 226(1), normally closed contacts 224(3) of deenergized relay 224, and normally closed contact 160(2) of switch 160. With the oiler subassembly thus deactivated, pilot 230 remains extinguished as the only path thereto is through normally open contact 224(2) which is open.

When cam-actuated distance switch 162 opens, the coil of relay 222 is also deenergized returning its contacts to their normal condition. Actually, a mechanical delay (not shown) is incorporated into the reversing unit which delays the energization of the main drive motor in the opposite or reverse direction for a second or two while the machine is braked to a complete stop. Then, the starting winding is again energized but in the opposite direction by means of the current path established via TB9 again and normally closed contacts 222(3), 222(4) and 222(5). When the starter winding drops out, the main winding remains energized through 222(3) and leads "A" as before. This same set of normally closed contacts 222(3) energize the brake solenoid 198 to keep the brake 212 disengaged. As soon as the machine starts on its return trip back to the foul line, cam 166 will, once again actuate distance switch 162 over onto its normally open contact 162(2); however, in so doing, it does not reenergize relay 224 or, for that matter, relay 222 connected in parallel therewith because normally open contacts 222(1) remain open and interlock switch 218 is still open.

Finally, when the machine returns to the foul line, feeler 178 (FIG. 1) on the start-stop switch 216 that has been riding in the bottom of the gutter alongside the lane will reach the shoulder (not shown) at its lead end and be raised up thereby reopening same. This completes the automatic operating cycle. If, perchance, the cam stops have been improperly set so that the machine is programmed to oil for a greater distance than it is set to travel, actuation of cam-actuated distance switch 162 will be effective to terminate the oiling operation prematurely by deenergizing relay 224 through its normally open holding contacts 224(1). Again, as these contacts reopen, a current path to oil reservoir retraction solenoid 116 is instantly established via TB9, 226(0), 226(1), normally closed contacts 224(3) and normally-closed contact 160(2).

Not infrequently, a condition exists where the lanes require buffing and dusting but no dressing applied thereto. To completely de-activate the oiler subassembly, one need only actuate the triple-pole double-throw switch 226 into its alternate position while leaving double-pole double-throw switch 228 as it was. This by-passes cam-actuated switch 160 completely and energizes oil reservoir retraction solenoid 116 directly via TB9, normally open contact 226(2) of switch 226 which is now closed, contact 228(2) of switch 228 and normally closed contact 160(2) of switch 160. The circuit to the pilot light 230 is also open at this point.

The alternative condition is one in which oil is to be applied to the alley in both directions of machine travel and over the full distance of travel. Here both the triple-pole double-throw switch 226 and double-pole double-throw switch 228 are shifted out of automatic mode into their alternate positions. Now, a current path to pilot 230 is set up via TB9 through 226(3) and 228(3). Switch 228 is open at 228(2) and switch 160, even when on its normally closed contact 160(7) will be ineffective to energize the oil reservoir retraction solenoid 116 because contacts 226(1) are open. Thus, as soon as start switch 216 closes to put current at terminal board connector TB9, the oiler unit will start oiling and continue to do so until the feeler 178 reopens switch 216.

Finally, with regard to switch 220, it is a special function switch, the purpose of which is to precondition the buffer preparatory to placing same in contact with the lane. When the machine has been standing idle for some time, the oil left on the surface of the buffer will have migrated to the bottom and collected there. Accordingly, it is desirable to start the buffer together with the oiling subassembly therefor in advance of placing the unit on the lane being worked upon. To do so, the operator actuates switch 220 and holds it actuated until the buffer is thoroughly oiled. As the normally open contacts 220(2) close, the coils of relays 222 and 224 will both be energized via TB5. Switch 216 will be closed to energize the buffer motor 118 via TB5, 216(1), and TB6. The coil of relay 224, upon energization, will close the holding contacts 224(1). Since switch 218 only closes momentarily and the coil of relay 224 is ordinarily kept energized through contacts 220(1) which are now open, another current path to holding contacts 224(1) must be established. With the coil of relay 224 directly energized as previously mentioned, jumper "B" from this coil up to contacts 224(1) hold the latter closed even though switch 218 is open. Thus, a current path is established to main drive motor 70 via TB5, 220(2), the coil of relay 222, the coil of relay 224, jumper B, contacts 224(1), contact 162(1) of switch 162, 222(1), 222(2) and 222(3) to the starting winding. This same current path through 222(1) to the main winding of drive motor 70 through conductors "A" keeps it running when the starting winding drops out. It is, of course, necessary to have the main drive motor running to operate intermediate roller 90 which is driven thereby.

Cam-controlled switch 160 will be on its contact 160(1) and switches 226 and 228 will be actuated into the automatic mode illustrated thus deenergizing solenoid 116 to leave the oiler subassembly operative. A current path via TB9, 226(0), 226(1), 160(2), 224(2) and 228(1) to pilot lamp 230 will light same indicating the operative condition of the oiling subassembly. Lastly, the same current path through 222(1) to the windings of the drive motor has a parallel branch to solenoid 198 that energizes same and disengages the brake 212. Accordingly, as long as switch 220 is held actuated onto its normally open contacts 220(2), the machine will be fully operative in its forward mode. Since the main drive is operating, the cams controlling switches 160 and 162 will also be turning while the preconditioning of the buffer takes place. As a result, the distance pointers will have to be reset by turning the arms associated therewith against their respective stops at the entrance to the lane.

Claims

What is claimed is:

1. In combination in an automatic bowling lane maintenance machine: a carriage; a reversible drive mechanism housed within said carriage including a drive shaft and surface-engaging drive wheels mounted on said shaft operative to advance same along a predetermined course in a forward and reverse direction; lane-buffing means including a roller and drive therefor, said roller being journalled for rotation in lane-contacting relation about a horizontal axis extending transversely of the direction of machine travel; lane-dressing means detachably connectable to the lane buffing roller including a reservoir for the storage of a lane-dressing fluid and fluid transfer means, said reservoir being mounted adjacent the lane buffing roller for movement relative thereto between an extended and a retracted position, and said fluid transfer means being operative in the extended position of said reservoir to transfer fluid therefrom to the surface of said lane-buffing roller; cam-controlled means connected to the reservoir operative upon actuation and deactuation to shift same between its extended and retracted positions; cam means connected to the cam-controlled means operative to actuate and deactuate same; power transfer means connected to the carriage drive mechanism; and, manually adjustable means operative upon actuation to vary the distance over the forward and reverse travel of the machine during which the dressing is applied to the lane surface, said means comprising a yieldable friction clutch operatively interconnecting the power transfer means and cam means to define an adjustable driving coupling therebetween.

2. The combination as set forth in claim 1 in which: the fluid transfer means comprises a second roller journalled for rotation in tangential contacting relation to the first of said rollers and wick means projecting from said reservoir operative to transfer the lane dressing fluid contained therein when in its extended operative position to the surface of said second roller.

3. The combination as set forth in claim 1 in which: the cam-controlled means comprises spring means biasing said reservoir in one direction, electric servo-motor means operative upon actuation to shift said reservoir in the opposite direction in opposition to said spring means, and a servo-motor operating circuit including a cam-actuated switch.

4. The combination as set forth in claim 1 in which: the second power transfer means includes a shaft mounting the cam means for conjoint rotation therewith and a driven member operatively connected to the carriage drive means mounted on said shaft for independent movement relative thereto, said friction clutch means being interposed between said driven member and cam means to define the yieldable operative coupling between the latter and said carriage drive mechanism.

5. The combination as set forth in claim 1 which includes: cam-controlled reversing means connected to the reversible carriage drive mechanism operative upon actuation to reverse the direction of the latter; second cam means connected to the cam-controlled reversing means operative to actuate and deactuate same; and, a second yieldable friction clutch interconnecting the second cam means and power transfer means operative to define an adjustable driving coupling therebetween.

6. The combination as set forth in claim 5 in which: the second power transfer means includes a first shaft mounting the first cam means for conjoint rotation therewith, a second hollow shaft mounted on the first for independent relative coaxial rotation, said second shaft mounting the second cam means for conjoint rotation, and in which said second friction clutch is interposed between the said first and second cam means to define a yieldable driving coupling therebetween.

7. The combination as set forth in claim 6 in which: the second shaft is slidable axially relative to the first; and, in which a spring engages the second cam means and biases same toward the first so as to squeeze the second friction clutch means therebetween.

8. The combination as set forth in claim 7 in which: the first cam means is movable toward the clutch-engaging element of the power transfer means; and, in which the spring is operative through the second cam means and a second friction clutch means to bias said first cam means toward said clutch-engaging means to squeeze the first friction clutch means therebetween.

9. The combination as set forth in claim 1 which includes: brake means associated with the reversible drive mechanism operative to stop same, said means comprising a brake drum with an annular V-groove in its surface mounted on the drive shaft for rotation therewith, a wedge-shaped brake shoe mounted for reciprocating movement between a retracted disengaged position and an extended engaged position wedged into said V-groove, spring means biasing said brake shoe in one direction, a second servo-motor means connected to said brake shoe operative upon actuation to move same in the opposite direction in opposition to said spring means, and second servo motor actuating means interconnecting said second servo-motor means and reversible carriage drive operative to set the brake and stop the carriage whenever said carriage drive is in operation.

10. The combination as set forth in claim 1 in which: one of the clutch engaging elements of the power transfer means or cam means is adjustable relative to the other such element; and, in which a spring engages said adjustable element and normally biases same toward the other so as to squeeze the friction clutch therebetween.

11. The combination as set forth in claim 2 in which: a second power transfer means operatively interconnects the reversible carriage drive mechanism and said second roller so as to define a driving connection therebetween.